Anticipatory Dispatch of UAVs to Pre-staging Locations

ABSTRACT

An example method involves determining an expected demand level for a first type of a plurality of types of transport tasks for unmanned aerial vehicles (UAVs), the first type of transport tasks associated with a first payload type. Each of the UAVs is physically reconfigurable between at least a first and a second configuration corresponding to the first payload type and a second payload type, respectively. The method also involves determining based on the expected demand level for the first type of transport tasks, (i) a first number of UAVs having the first configuration and (ii) a second number of UAVs having the second configuration. The method further involves, at or near a time corresponding to the expected demand level, providing one or more UAVs to perform the transport tasks, including at least the first number of UAVs.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of and claims priority to U.S. patentapplication Ser. No. 15/851,693, filed Dec. 21, 2017, and entitled“Anticipatory Dispatch of UAVs to Pre-staging Locations,” which ishereby incorporated by reference as if fully set forth in thisdescription.

BACKGROUND

An unmanned vehicle, which may also be referred to as an autonomousvehicle, is a vehicle capable of travel without a physically-presenthuman operator. An unmanned vehicle may operate in a remote-controlmode, in an autonomous mode, or in a partially autonomous mode.

When an unmanned vehicle operates in a remote-control mode, a pilot ordriver that is at a remote location can control the unmanned vehicle viacommands that are sent to the unmanned vehicle via a wireless link. Whenthe unmanned vehicle operates in autonomous mode, the unmanned vehicletypically moves based on pre-programmed navigation waypoints, dynamicautomation systems, or a combination of these. Further, some unmannedvehicles can operate in both a remote-control mode and an autonomousmode, and in some instances may do so concurrently. For instance, aremote pilot or driver may wish to leave navigation to an autonomoussystem while manually performing another task, such as operating amechanical system for picking up objects, as an example.

Various types of unmanned vehicles exist for various differentenvironments. For instance, unmanned vehicles exist for operation in theair, on the ground, underwater, and in space. Examples includequad-copters and tail-sitter unmanned aerial vehicles (UAVs), amongothers. Unmanned vehicles also exist for hybrid operations in whichmulti-environment operation is possible. Examples of hybrid unmannedvehicles include an amphibious craft that is capable of operation onland as well as on water or a floatplane that is capable of landing onwater as well as on land. Other examples are also possible. Furthermore,unmanned vehicles may require physical landing structure(s) to pick upor drop off payload, to charge batteries, or to complete other tasks.

SUMMARY

In example embodiments, unmanned aerial vehicles (UAVs) may be used todeliver items throughout a geographic area. The UAVs may be operated byan aerial transport service provider (ATSP), which is an entity separatefrom the providers of the items being delivered. The UAVs may be storedat a UAV nest location different from the locations of the delivery itemproviders, and may be dynamically assigned to the item providers and/orto specific transport tasks (e.g., specific deliveries).

The ATSP may predict the level of demand for the UAVs within a futurewindow of time, and, based on this prediction, may adapt its UAV fleetto meet the expected demand. Further, demand forecasting may beimplemented to predict and/or estimate upcoming demand for differenttypes of UAV transport tasks, in different geographic areas and/orlocations. Accordingly, UAVs may be physically pre-configured with, forexample, different batteries, motors, wings, rotors, payload hooks, andpayload containers to be able to transport the different types of itemsthat the item providers are likely to request to have transported.Further, the UAVs may be dispatched to different pre-staging locationsthroughout the geographic area in anticipation of the respective levelsof demand for different types of transport tasks at or near to eachpre-staging location. As a result, whenever a delivery item providerrequests a UAV to deliver an item on the item provider's behalf, the UAVmay be dispatched from the nearest pre-staging location. Thus, the itemprovider will not have to wait for the UAV to travel the flight leg fromthe UAV nest to the item provider's location, and transport of the itemmay be initiated with reduced or minimal delay.

In a first embodiment, a method is provided that includes determining,by a control system, an expected demand level corresponding to a demandfor a first type of a plurality of types of transport tasks for unmannedaerial vehicles (UAVs). The first type of transport tasks is associatedwith a first payload type of a plurality of payload types. Each of theUAVs is physically reconfigurable between at least a first configurationcorresponding to the first payload type and a second configurationcorresponding to a second payload type of the payload types. The methodalso includes determining, by the control system, based on the expecteddemand level for the first type of transport tasks, (i) a first numberof UAVs having the first configuration and (ii) a second number of UAVshaving the second configuration. The method further includes, at or neara time corresponding to the expected demand level, providing one or moreUAVs to perform the transport tasks. The one or more UAVs include atleast the first number of UAVs with the first configuration.

In a second embodiment, a system is provided that includes a pluralityof unmanned aerial vehicles (UAVs). Each of the plurality of UAVs isphysically reconfigurable between at least a first configuration and asecond configuration. The first configuration corresponds to a firstpayload type of a plurality of payload types and the secondconfiguration corresponds to a second payload type of a plurality ofpayload types. The system also includes a control system configured todetermine an expected demand level corresponding to a demand for a firsttype of a plurality of types of transport tasks for the plurality ofUAVs. The first types of transport tasks is associated with the firstpayload type. The control system is also configured to determine, basedon the expected demand level for the first type of transport tasks, (i)a first number of UAVs having the first configuration and (ii) a secondnumber of UAVs having the second configuration. The control system isfurther configured to, at or near a time corresponding to the expecteddemand level, provide one or more UAVs to perform the transport tasks.The one or more UAVs include at least the first number of UAVs with thefirst configuration.

In a third embodiment, a non-transitory computer readable storage mediumis provided having stored thereon instructions that, when executed by acomputing device, cause the computing device to perform operations. Theoperations include determining an expected demand level corresponding toa demand for a first type of a plurality of types of transport tasks forunmanned aerial vehicles (UAVs). The first type of transport tasks isassociated with a first payload type of a plurality of payload types.Each of the UAVs is physically reconfigurable between at least a firstconfiguration corresponding to the first payload type and a secondconfiguration corresponding to a second payload type of the payloadtypes. The operations also include determining, based on the expecteddemand level for the first type of transport tasks, (i) a first numberof UAVs having the first configuration and (ii) a second number of UAVshaving the second configuration. The operations further include, at ornear a time corresponding to the expected demand level, providing one ormore UAVs to perform the transport tasks. The one or more UAVs includeat least the first number of UAVs with the first configuration.

In a fourth embodiment, a system is provided that includes means fordetermining an expected demand level corresponding to a demand for afirst type of a plurality of types of transport tasks for unmannedaerial vehicles (UAVs). The first type of transport tasks is associatedwith a first payload type of a plurality of payload types. Each of theUAVs is physically reconfigurable between at least a first configurationcorresponding to the first payload type and a second configurationcorresponding to a second payload type of the payload types. The systemalso includes means for determining, based on the expected demand levelfor the first type of transport tasks, (i) a first number of UAVs havingthe first configuration and (ii) a second number of UAVs having thesecond configuration. The system further includes means for, at or neara time corresponding to the expected demand level, providing one or moreUAVs to perform the transport tasks. The provided one or more UAVsinclude at least the first number of UAVs with the first configuration.

In a fifth embodiment, a method is provided that includes determining,by a control system and for a geographic area, an expected demand levelcorresponding to a demand, by item providers in the geographic area, fortransport tasks for unmanned aerial vehicles (UAVs). The method alsoincludes determining, by the control system, based on the expecteddemand level, one or more pre-staging locations within the geographicarea at which one or more of the UAVs can land prior to initiating oneor more of the transport tasks. The method further includes, before atime corresponding to the expected demand level, dispatching the one ormore UAVs to the one or more pre-staging locations.

In a sixth embodiment, a system is provided that includes a plurality ofUAVs and a control system configured to determine, for a geographicarea, an expected demand level corresponding to a demand, by itemproviders in the geographic area, for transport tasks for the UAVs. Thecontrol system is also configured to determine, based on the expecteddemand level, one or more pre-staging locations within the geographicarea at which one or more of the UAVs can land prior to initiating oneor more of the transport tasks. The control system is further configuredto, before a time corresponding to the expected demand level,dispatching the one or more UAVs to the one or more pre-staginglocations.

In a seventh embodiment, a non-transitory computer readable storagemedium is provided having stored thereon instructions that, whenexecuted by a computing device, cause the computing device to performoperations. The operations include determining, for a geographic area,an expected demand level corresponding to a demand, by item providers inthe geographic area, for transport tasks for unmanned aerial vehicles(UAVs). The operations also include determining, based on the expecteddemand level, one or more pre-staging locations within the geographicarea at which one or more of the UAVs can land prior to initiating oneor more of the transport tasks. The operations further include, before atime corresponding to the expected demand level, dispatching the one ormore UAVs to the one or more pre-staging locations.

In an eighth embodiment, system is provided that includes means fordetermining, for a geographic area, an expected demand levelcorresponding to a demand, by item providers in the geographic area, fortransport tasks for unmanned aerial vehicles (UAVs). The system alsoincludes means for determining, based on the expected demand level, oneor more pre-staging locations within the geographic area at which one ormore of the UAVs can land prior to initiating one or more of thetransport tasks. The system further includes means for, before a timecorresponding to the expected demand level, dispatching the one or moreUAVs to the one or more pre-staging locations.

These as well as other embodiments, aspects, advantages, andalternatives will become apparent to those of ordinary skill in the artby reading the following detailed description, with reference whereappropriate to the accompanying drawings. Further, it should beunderstood that this summary and other descriptions and figures providedherein are intended to illustrate embodiments by way of example onlyand, as such, that numerous variations are possible. For instance,structural elements and process steps can be rearranged, combined,distributed, eliminated, or otherwise changed, while remaining withinthe scope of the embodiments as claimed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is an illustration of an unmanned aerial vehicle, in accordancewith example embodiments.

FIG. 1B is a simplified illustration of an unmanned aerial vehicle, inaccordance with example embodiments.

FIG. 1C is a simplified illustration of an unmanned aerial vehicle, inaccordance with example embodiments.

FIG. 1D is a simplified illustration of an unmanned aerial vehicle, inaccordance with example embodiments.

FIG. 1E is a simplified illustration of an unmanned aerial vehicle, inaccordance with example embodiments.

FIG. 2 is a simplified block diagram illustrating components of anunmanned aerial system, in accordance with example embodiments.

FIG. 3 is a simplified block diagram illustrating a distributed UAVsystem, in accordance with example embodiments.

FIG. 4A is a block diagram showing an example arrangement for an aerialtransport provider control system, in accordance with exampleembodiments.

FIG. 4B illustrates a geographic distribution of an aerial transportprovider system, in accordance with example embodiments.

FIG. 5 illustrates demand for UAV transport tasks in a geographic area,in accordance with example embodiments.

FIG. 6A illustrates landing structures, in accordance with exampleembodiments.

FIG. 6B illustrates a landing structure, in accordance with exampleembodiments.

FIG. 6C illustrates a landing structure, in accordance with exampleembodiments.

FIG. 7 illustrates a landing structure, in accordance with exampleembodiments.

FIG. 8 illustrates pre-staging locations in a geographic area, inaccordance with example embodiments.

FIG. 9A illustrates a UAV configuration, in accordance with exampleembodiments.

FIG. 9B illustrates a UAV configuration, in accordance with exampleembodiments.

FIG. 10A illustrates a UAV configuration, in accordance with exampleembodiments.

FIG. 10B illustrates a UAV configuration, in accordance with exampleembodiments.

FIG. 11 illustrates a flow chart, in accordance with exampleembodiments.

FIG. 12 illustrates a flow chart, in accordance with exampleembodiments.

DETAILED DESCRIPTION

Example methods, devices, and systems are described herein. It should beunderstood that the words “example” and “exemplary” are used herein tomean “serving as an example, instance, or illustration.” Any embodimentor feature described herein as being an “example” or “exemplary” is notnecessarily to be construed as preferred or advantageous over otherembodiments or features unless indicated as such. Other embodiments canbe utilized, and other changes can be made, without departing from thescope of the subject matter presented herein.

Thus, the example embodiments described herein are not meant to belimiting. It will be readily understood that the aspects of the presentdisclosure, as generally described herein, and illustrated in thefigures, can be arranged, substituted, combined, separated, and designedin a wide variety of different configurations.

Throughout this description, the articles “a” or “an” are used tointroduce elements of the example embodiments. Any reference to “a” or“an” refers to “at least one,” and any reference to “the” refers to “theat least one,” unless otherwise specified, or unless the context clearlydictates otherwise. The intent of using the conjunction “or” within adescribed list of at least two terms is to indicate any of the listedterms or any combination of the listed terms.

The use of ordinal numbers such as “first,” “second,” “third” and so onis to distinguish respective elements rather than to denote a particularorder of those elements. For purpose of this description, the terms“multiple” and “a plurality of” refer to “two or more” or “more thanone.”

Further, unless context suggests otherwise, the features illustrated ineach of the figures may be used in combination with one another. Thus,the figures should be generally viewed as component aspects of one ormore overall embodiments, with the understanding that not allillustrated features are necessary for each embodiment. In the figures,similar symbols typically identify similar components, unless contextdictates otherwise. Further, unless otherwise noted, figures are notdrawn to scale and are used for illustrative purposes only. Moreover,the figures are representational only and not all components are shown.For example, additional structural or restraining components might notbe shown.

Additionally, any enumeration of elements, blocks, or steps in thisspecification or the claims is for purposes of clarity. Thus, suchenumeration should not be interpreted to require or imply that theseelements, blocks, or steps adhere to a particular arrangement or arecarried out in a particular order.

I. OVERVIEW

In some cases, an aerial transport service provider (ATSP), which usesunmanned aerial vehicles (UAVs) to transport items, may be a separateentity from entities that provide the items being transported andinterface with the recipients who request delivery of these items. Thatis, a company that operates a fleet of UAVs configured for delivery mayprovide delivery services for third-party entities, such as restaurants,clothing stores, grocery stores, and other “brick and mortar” and/oronline retailers. These third-party entities may have accounts with theATSP, via which the third-parties can request and/or purchase UAVtransport services from the ATSP. Further, the third-party entitiescould interface with recipients (e.g., customers) directly, or throughcomputing systems provided by the ATSP.

In order to provide UAV transport services to various item providers inan efficient and flexible manner, the ATSP may dynamically assigndifferent UAVs to transport tasks for different item providers based ondemand and/or other factors, rather than permanently assigning each UAVto a particular item provider. Additionally or alternatively, anindividual UAV or groups of UAVs may be assigned to a specific itemprovider for a certain time period, and then re-assigned to another itemprovider for a subsequent time period. In either case, the UAVs thatcarry out transport tasks for a given third-party item provider may varyover time.

The dynamic assignment of UAVs to transport tasks for a number ofdifferent item providers can help the ATSP to more efficiently utilize agroup of UAVs (e.g., by reducing unnecessary UAV downtime), as comparedto an arrangement where specific UAVs are permanently assigned tospecific item providers. More specifically, to dynamically assign UAVsto transport requests from third-party item providers, the ATSP candynamically redistribute UAVs amongst a number of UAV nests and/or UAVpre-staging location throughout a service area. Each UAV nest may servea corresponding geographic area within the service area. A plurality ofpre-staging locations may be distributed throughout each geographicarea, with some of the pre-staging locations located at or near thelocations of the item providers.

With such an arrangement, a delivery flight may involve an additionalflight leg to fly from the UAV nest to the item provider's location topick up the item for transport, before flying to the delivery location,as compared to an arrangement where delivery UAVs are stationed at thesource location of the items (such as a distributor or retailerwarehouse or a restaurant). While the flight leg between the UAV nestand a pick-up location has associated costs, these costs can be offsetby more efficient use of each UAV (e.g., more flights, and lessunnecessary ground time, in a given period of time), which in turn canallow for a lesser number of UAVs to be utilized for a given number oftransport tasks.

The cost of the flight leg between the UAV nest and the item pick-uplocation can be further offset by distributing (i.e., “pre-staging”) theUAVs from each UAV nest throughout a geographic area according totime-varying levels of demand at various locations or sub-areas withinthe geographic area. When a UAV is requested, rather than dispatching aUAV from the nest, a UAV may be dispatched from a nearby pre-staginglocation, thus reducing or minimizing the delay due to the extra flightleg. In some cases, the UAV may be pre-staged at the location from whichthe item is expected to be picked up, thus eliminating the extra flightleg entirely.

The UAVs may be pre-staged before the demand level is predicted toarise, thus allowing demand to be met proactively, rather thanreactively, as would be the case if UAVs were dispatched from the nestonly when the UAVs were actually requested. A UAV planned to serve aparticular item provider may be dispatched to a staging location withsufficient time to arrive at the staging location before the itemprovider requests the UAV for service. This dispatch time may bedictated by the distance between the UAV nest and the item provider'slocation, as well as the speed with which the UAV can traverse thisdistance. In some instances, when a pre-staging location includes acharging pad for the UAV, the dispatch time may also depend on a lengthof time needed to recharge batteries of the UAV to a level sufficient toperform the transport task.

UAV pre-staging may involve dispatching the UAVs to physical features ofthe environment or purpose-built landing structures distributedthroughout the geographic area by the ATSP or another entity. Thephysical features may generally include rooftops, lampposts, trees, orcell towers, that is, locations that are generally out of reach ofpeople on the ground and which can accommodate landing, parking, andtake-off by a UAV. Similarly, the purpose-built landing structures maybe configured to accommodate landing, parking, and take-off by the UAV,and may be placed in locations deemed as secure for the UAV to stay on(e.g., out of reach of pedestrians, or in a supervised location).Further, the purpose-built landing structures may provide the UAVs withmaintenance capabilities, such as battery charging and systemdiagnostics, while the UAVs perch thereon.

Each pre-staging location may be located within close proximity (e.g.,within a threshold distance, such as several meters) to at least oneitem provider so as to arrive at the location of the at least one itemprovider in under a maximum response time (i.e., to maintain a minimumquality of service). For example, the purpose-built landing structuresmay be installed on the roof or walls of a building associated with anitem provider that uses the ATSP's UAV delivery services, allowing theitem provider quick access to the UAVs' services. In another example,environmental landing structures may include trees, rooftops, orlampposts nearby the item provider. UAVs may be dispatched topre-staging locations within close proximity of item providers that areexpected to request UAV service. Thus, the extent to which eachpre-staging location is used (e.g., the fraction of time during which itis occupied by a UAV) may vary over time as demand for transport tasksfluctuates. This approach may allow the UAVs to quickly respond torequests for UAV service, and may improve utilization of the UAV fleet.

In addition to pre-staging empty UAVs near item providers inanticipation of the item providers requesting the UAVs for transporttasks, loaded UAVs may also be pre-staged near item recipients inanticipation of the item recipients ordering particular payload items.The ATSP, the item provider, or the two working together may predictwhat item a customer is likely to order. The ATSP may dispatch a UAV topick up the item predicted to be ordered, and may pre-stage the UAV nearthe customer. When the customer places the order, the item may bedelivered to the customer from the pre-staging location, thuseliminating most or all of the customer's wait time. In some instances,the customer may be able to pay extra for delivery of the pre-stageditem and for avoiding this wait time.

Additionally, the UAVs may be reconfigured between different physicalconfigurations based on the anticipated level of demand and the types ofpayload items predicted to be requested to be delivered. That is, theUAV fleet may be proactively adapted over time to handle variations inthe properties of the payloads (e.g., heavy or light, fragile or sturdy,hot or cold). Each UAV may be outfitted with various combinations ofdifferent wings, rotors, motors, sensors, batteries, winches, tethers,hooks, and item containers, among other possibilities. The UAVcomponents may be hot-swappable, that is, may be changed withoutstopping or pausing operation of the ATSP. The UAVs may be reconfiguredat the the UAV nest, before being dispatched to the pre-staginglocations. Accordingly, each pre-staged UAV may be adapted to transporta corresponding range of item types, over a corresponding range, andwith a corresponding speed, among other parameters dictated by the UAV'sphysical configuration.

Such UAV pre-configuration may allow the UAV fleet to serve a wide rangeof item providers. During mealtimes (e.g., 11 am-1 pm), for example, alarge portion of the UAVs may be physically pre-configured for fooddelivery. Since food delivery generally involves transporting relativelysmall payloads, the UAVs may be outfitted with smaller motors, wings,and/or rotors that use less power and are sufficient to lift the foodpayloads. The UAVs may also be outfitted with insulated payloadcontainers to maintain temperature of the food being transported. Theremaining UAVs may be pre-configured to transport other types ofpayloads, such as packages containing merchandise, by being outfittedwith larger motors, wings, and.or rotors to accommodate the largeraverage size of a merchandise package. On the other hand, duringoff-mealtime hours, a large portion of the UAVs may be physicallypre-configured for package delivery, with the remaining UAVs assigned totasks such as food delivery.

The ATSP may provide UAVs for transport tasks at varying rates,depending on where the UAVs are pre-staged and what physicalconfiguration they have. A pre-staged UAV available to initiate atransport task immediately may be more expensive than a UAV that has tofly to the item provider from the UAV nest before initiating the task.Similarly, it may be less expensive to pre-order a UAV for a transporttask rather than request the UAV at the time it is needed, since thepre-order allows the ATSP to more accurately plan the demand for its UAVfleet. In another example, a large UAV that is configured to transportheavy payloads and therefore uses more power may be more expensive thana smaller UAV configured to transport light payloads and which thereforeuses less power.

II. ILLUSTRATIVE UNMANNED VEHICLES

Herein, the terms “unmanned aerial system” and “UAV” refer to anyautonomous or semi-autonomous vehicle that is capable of performing somefunctions without a physically present human pilot. A UAV can takevarious forms. For example, a UAV may take the form of a fixed-wingaircraft, a glider aircraft, a tail-sitter aircraft, a jet aircraft, aducted fan aircraft, a lighter-than-air dirigible such as a blimp orsteerable balloon, a rotorcraft such as a helicopter or multicopter,and/or an ornithopter, among other possibilities. Further, the terms“drone,” “unmanned aerial vehicle system” (UAVS), or “unmanned aerialvehicle” may also be used to refer to a UAV.

FIG. 1A is an isometric view of an example UAV 100. UAV 100 includeswing 102, booms 104, and a fuselage 106. Wings 102 may be stationary andmay generate lift based on the wing shape and the UAV's forwardairspeed. For instance, the two wings 102 may have an airfoil-shapedcross section to produce an aerodynamic force on UAV 100. In someembodiments, wing 102 may carry horizontal propulsion units 108, andbooms 104 may carry vertical propulsion units 110. In operation, powerfor the propulsion units may be provided from a battery compartment 112of fuselage 106. In some embodiments, fuselage 106 also includes anavionics compartment 114, an additional battery compartment (not shown)and/or a delivery unit (not shown, e.g., a winch system) for handlingthe payload. In some embodiments, fuselage 106 is modular, and two ormore compartments (e.g., battery compartment 112, avionics compartment114, other payload and delivery compartments) are detachable from eachother and securable to each other (e.g., mechanically, magnetically, orotherwise) to contiguously form at least a portion of fuselage 106.

In some embodiments, booms 104 terminate in rudders 116 for improved yawcontrol of UAV 100. Further, wings 102 may terminate in wing tips 117for improved control of lift of the UAV.

In the illustrated configuration, UAV 100 includes a structural frame.The structural frame may be referred to as a “structural H-frame” or an“H-frame” (not shown) of the UAV. The H-frame may include, within wings102, a wing spar (not shown) and, within booms 104, boom carriers (notshown). In some embodiments the wing spar and the boom carriers may bemade of carbon fiber, hard plastic, aluminum, light metal alloys, orother materials. The wing spar and the boom carriers may be connectedwith clamps. The wing spar may include pre-drilled holes for horizontalpropulsion units 108, and the boom carriers may include pre-drilledholes for vertical propulsion units 110.

In some embodiments, fuselage 106 may be removably attached to theH-frame (e.g., attached to the wing spar by clamps, configured withgrooves, protrusions or other features to mate with correspondingH-frame features, etc.). In other embodiments, fuselage 106 similarlymay be removably attached to wings 102. The removable attachment offuselage 106 may improve quality and or modularity of UAV 100. Forexample, electrical/mechanical components and/or subsystems of fuselage106 may be tested separately from, and before being attached to, theH-frame. Similarly, printed circuit boards (PCBs) 118 may be testedseparately from, and before being attached to, the boom carriers,therefore eliminating defective parts/subassemblies prior to completingthe UAV. For example, components of fuselage 106 (e.g., avionics,battery unit, delivery units, an additional battery compartment, etc.)may be electrically tested before fuselage 106 is mounted to theH-frame. Furthermore, the motors and the electronics of PCBs 118 mayalso be electrically tested before the final assembly. Generally, theidentification of the defective parts and subassemblies early in theassembly process lowers the overall cost and lead time of the UAV.Furthermore, different types/models of fuselage 106 may be attached tothe H-frame, therefore improving the modularity of the design. Suchmodularity allows these various parts of UAV 100 to be upgraded withouta substantial overhaul to the manufacturing process.

In some embodiments, a wing shell and boom shells may be attached to theH-frame by adhesive elements (e.g., adhesive tape, double-sided adhesivetape, glue, etc.). Therefore, multiple shells may be attached to theH-frame instead of having a monolithic body sprayed onto the H-frame. Insome embodiments, the presence of the multiple shells reduces thestresses induced by the coefficient of thermal expansion of thestructural frame of the UAV. As a result, the UAV may have betterdimensional accuracy and/or improved reliability.

Moreover, in at least some embodiments, the same H-frame may be usedwith the wing shell and/or boom shells having different size and/ordesign, therefore improving the modularity and versatility of the UAVdesigns. The wing shell and/or the boom shells may be made of relativelylight polymers (e.g., closed cell foam) covered by the harder, butrelatively thin, plastic skins.

The power and/or control signals from fuselage 106 may be routed to PCBs118 through cables running through fuselage 106, wings 102, and booms104. In the illustrated embodiment, UAV 100 has four PCBs, but othernumbers of PCBs are also possible. For example, UAV 100 may include twoPCBs, one per the boom. The PCBs carry electronic components 119including, for example, power converters, controllers, memory, passivecomponents, etc. In operation, propulsion units 108 and 110 of UAV 100are electrically connected to the PCBs.

Many variations on the illustrated UAV are possible. For instance,fixed-wing UAVs may include more or fewer rotor units (vertical orhorizontal), and/or may utilize a ducted fan or multiple ducted fans forpropulsion. Further, UAVs with more wings (e.g., an “x-wing”configuration with four wings), are also possible. Although FIG. 1illustrates two wings 102, two booms 104, two horizontal propulsionunits 108, and six vertical propulsion units 110 per boom 104, it shouldbe appreciated that other variants of UAV 100 may be implemented withmore or less of these components. For example, UAV 100 may include fourwings 102, four booms 104, and more or less propulsion units (horizontalor vertical).

Similarly, FIG. 1B shows another example fixed-wing UAV 120. Fixed-wingUAV 120 includes fuselage 122, two wings 124 with an airfoil-shapedcross section to provide lift for UAV 120, vertical stabilizer 126 (orfin) to stabilize the plane's yaw (turn left or right), horizontalstabilizer 128 (also referred to as an elevator or tailplane) tostabilize pitch (tilt up or down), landing gear 130, and propulsion unit132, which can include a motor, shaft, and propeller.

FIG. 1C shows an example of UAV 140 with a propeller in a pusherconfiguration. The term “pusher” refers to the fact that propulsion unit142 is mounted at the back of the UAV and “pushes” the vehicle forward,in contrast to the propulsion unit being mounted at the front of theUAV. Similar to the description provided for FIGS. 1A and 1B, FIG. 1Cdepicts common structures used in a pusher plane, including fuselage144, two wings 146, vertical stabilizers 148, and propulsion unit 142,which can include a motor, shaft, and propeller.

FIG. 1D shows an example tail-sitter UAV 160. In the illustratedexample, tail-sitter UAV 160 has fixed wings 162 to provide lift andallow UAV 160 to glide horizontally (e.g., along the x-axis, in aposition that is approximately perpendicular to the position shown inFIG. 1D). However, fixed wings 162 also allow tail-sitter UAV 160 totake off and land vertically on its own.

For example, at a launch site, tail-sitter UAV 160 may be positionedvertically (as shown) with fins 164 and/or wings 162 resting on theground and stabilizing UAV 160 in the vertical position. Tail-sitter UAV160 may then take off by operating propellers 166 to generate an upwardthrust (e.g., a thrust that is generally along the y-axis). Once at asuitable altitude, tail-sitter UAV 160 may use flaps 168 to reorientitself in a horizontal position, such that fuselage 170 is closer tobeing aligned with the x-axis than the y-axis. Positioned horizontally,propellers 166 may provide forward thrust so that tail-sitter UAV 160can fly in a similar manner as a typical airplane.

Many variations on the illustrated fixed-wing UAVs are possible. Forinstance, fixed-wing UAVs may include more or fewer propellers, and/ormay utilize a ducted fan or multiple ducted fans for propulsion.Further, UAVs with more wings (e.g., an “x-wing” configuration with fourwings), with fewer wings, or even with no wings, are also possible.

As noted above, some embodiments may involve other types of UAVs, inaddition to or in the alternative to fixed-wing UAVs. For instance, FIG.1E shows an example rotorcraft 180 that is commonly referred to as amulticopter. Multicopter 180 may also be referred to as a quadcopter, asit includes four rotors 182. It should be understood that exampleembodiments may involve a rotorcraft with more or fewer rotors thanmulticopter 180. For example, a helicopter typically has two rotors.Other examples with three or more rotors are possible as well. Herein,the term “multicopter” refers to any rotorcraft having more than tworotors, and the term “helicopter” refers to rotorcraft having tworotors.

Referring to multicopter 180 in greater detail, the four rotors 182provide propulsion and maneuverability for multicopter 180. Morespecifically, each rotor 182 includes blades that are attached to motor184. Configured as such, rotors 182 may allow multicopter 180 to takeoff and land vertically, to maneuver in any direction, and/or to hover.Further, the pitch of the blades may be adjusted as a group and/ordifferentially, and may allow multicopter 180 to control its pitch,roll, yaw, and/or altitude.

It should be understood that references herein to an “unmanned” aerialvehicle or UAV can apply equally to autonomous and semi-autonomousaerial vehicles. In an autonomous implementation, all functionality ofthe aerial vehicle is automated; e.g., pre-programmed or controlled viareal-time computer functionality that responds to input from varioussensors and/or pre-determined information. In a semi-autonomousimplementation, some functions of an aerial vehicle may be controlled bya human operator, while other functions are carried out autonomously.Further, in some embodiments, a UAV may be configured to allow a remoteoperator to take over functions that can otherwise be controlledautonomously by the UAV. Yet further, a given type of function may becontrolled remotely at one level of abstraction and performedautonomously at another level of abstraction. For example, a remoteoperator could control high level navigation decisions for a UAV, suchas by specifying that the UAV should travel from one location to another(e.g., from a warehouse in a suburban area to a delivery address in anearby city), while the UAV's navigation system autonomously controlsmore fine-grained navigation decisions, such as the specific route totake between the two locations, specific flight controls to achieve theroute and avoid obstacles while navigating the route, and so on.

More generally, it should be understood that the example UAVs describedherein are not intended to be limiting. Example embodiments may relateto, be implemented within, or take the form of any type of unmannedaerial vehicle.

III. ILLUSTRATIVE UAV COMPONENTS

FIG. 2 is a simplified block diagram illustrating components of UAV 200,according to an example embodiment. UAV 200 may take the form of, or besimilar in form to, one of UAVs 100, 120, 140, 160, and 180 described inreference to FIGS. 1A-1E. However, UAV 200 may also take other forms.

UAV 200 may include various types of sensors, and may include acomputing system configured to provide the functionality describedherein. In the illustrated embodiment, the sensors of UAV 200 includeinertial measurement unit (IMU) 202, ultrasonic sensor(s) 204, and GPS206, among other possible sensors and sensing systems.

In the illustrated embodiment, UAV 200 also includes one or moreprocessor(s) 208. Processor(s) 208 may be general-purpose processor(s)or special purpose processor(s) (e.g., digital signal processor(s),application specific integrated circuit(s), etc.). Processor(s) 208 canbe configured to execute computer-readable program instructions 212 thatare stored in data storage 210 and are executable to provide thefunctionality of a UAV described herein.

Data storage 210 may include or take the form of one or morecomputer-readable storage media that can be read or accessed byprocessor(s) 208. The one or more computer-readable storage media caninclude volatile and/or non-volatile storage components, such asoptical, magnetic, organic or other memory or disc storage, which can beintegrated in whole or in part with at least one of processor(s) 208. Insome embodiments, data storage 210 can be implemented using a singlephysical device (e.g., one optical, magnetic, organic or other memory ordisc storage unit), while in other embodiments, data storage 210 can beimplemented using two or more physical devices.

As noted, data storage 210 can include computer-readable programinstructions 212 and perhaps additional data, such as diagnostic data ofUAV 200. As such, data storage 210 may include program instructions 212to perform or facilitate some or all of the UAV functionality describedherein. For instance, in the illustrated embodiment, programinstructions 212 include navigation module 214 and tether control module216.

A. Sensors

In an illustrative embodiment, IMU 202 may include both an accelerometerand a gyroscope, which may be used together to determine an orientationof UAV 200. In particular, the accelerometer can measure the orientationof the vehicle with respect to earth, while the gyroscope measures therate of rotation around an axis. IMUs are commercially available inlow-cost, low-power packages. For instance, IMU 202 may take the form ofor include a miniaturized MicroElectroMechanical System (MEMS) or aNanoElectroMechanical System (NEMS). Other types of IMUs may also beutilized.

IMU 202 may include other sensors, in addition to accelerometers andgyroscopes, which may help to better determine position and/or help toincrease autonomy of UAV 200. Two examples of such sensors aremagnetometers and pressure sensors. In some embodiments, a UAV mayinclude a low-power, digital 3-axis magnetometer, which can be used torealize an orientation independent electronic compass for accurateheading information. However, other types of magnetometers may beutilized as well. Other examples are also possible. Further, note that aUAV could include some or all of the above-described inertia sensors asseparate components from an IMU.

UAV 200 may also include a pressure sensor or barometer, which can beused to determine the altitude of UAV 200. Alternatively, other sensors,such as sonic altimeters or radar altimeters, can be used to provide anindication of altitude, which may help to improve the accuracy of and/orprevent drift of an IMU.

In a further aspect, UAV 200 may include one or more sensors that allowthe UAV to sense objects in the environment. For instance, in theillustrated embodiment, UAV 200 includes ultrasonic sensor(s) 204.Ultrasonic sensor(s) 204 can determine the distance to an object bygenerating sound waves and determining the time interval betweentransmission of the wave and receiving the corresponding echo off anobject. A typical application of an ultrasonic sensor for unmannedvehicles or IMUs is low-level altitude control and obstacle avoidance.An ultrasonic sensor can also be used for vehicles that need to hover ata certain height or need to be capable of detecting obstacles. Othersystems can be used to determine, sense the presence of, and/ordetermine the distance to nearby objects, such as a light detection andranging (LIDAR) system, laser detection and ranging (LADAR) system,and/or an infrared or forward-looking infrared (FLIR) system, amongother possibilities.

In some embodiments, UAV 200 may also include one or more imagingsystem(s). For example, one or more still and/or video cameras may beutilized by UAV 200 to capture image data from the UAV's environment. Asa specific example, charge-coupled device (CCD) cameras or complementarymetal-oxide-semiconductor (CMOS) cameras can be used with unmannedvehicles. Such imaging sensor(s) have numerous possible applications,such as obstacle avoidance, localization techniques, ground tracking formore accurate navigation (e.g., by applying optical flow techniques toimages), video feedback, and/or image recognition and processing, amongother possibilities.

UAV 200 may also include GPS receiver 206. GPS receiver 206 may beconfigured to provide data that is typical of well-known GPS systems,such as the GPS coordinates of UAV 200. Such GPS data may be utilized byUAV 200 for various functions. As such, the UAV may use GPS receiver 206to help navigate to a caller's location, as indicated, at least in part,by the GPS coordinates provided by their mobile device. Other examplesare also possible.

B. Navigation and Location Determination

Navigation module 214 may provide functionality that allows UAV 200 to,e.g., move about its environment and reach a desired location. To do so,navigation module 214 may control the altitude and/or direction offlight by controlling the mechanical features of the UAV that affectflight (e.g., its rudder(s), elevator(s), aileron(s), and/or the speedof its propeller(s)).

In order to navigate UAV 200 to a target location (e.g., a deliverylocation), navigation module 214 may implement various navigationtechniques, such as map-based navigation and localization-basednavigation, for instance. With map-based navigation, UAV 200 may beprovided with a map of its environment, which may then be used tonavigate to a particular location on the map. With localization-basednavigation, UAV 200 may be capable of navigating in an unknownenvironment using localization. Localization-based navigation mayinvolve UAV 200 building its own map of its environment and calculatingits position within the map and/or the position of objects in theenvironment. For example, as UAV 200 moves throughout its environment,UAV 200 may continuously use localization to update its map of theenvironment. This continuous mapping process may be referred to assimultaneous localization and mapping (SLAM). Other navigationtechniques may also be utilized.

In some embodiments, navigation module 214 may navigate using atechnique that relies on waypoints. In particular, waypoints are sets ofcoordinates that identify points in physical space. For instance, anair-navigation waypoint may be defined by a certain latitude, longitude,and altitude. Accordingly, navigation module 214 may cause UAV 200 tomove from waypoint to waypoint, in order to ultimately travel to a finaldestination (e.g., a final waypoint in a sequence of waypoints).

In a further aspect, navigation module 214 and/or other components andsystems of UAV 200 may be configured for “localization” to moreprecisely navigate to the scene of a target location. More specifically,it may be desirable in certain situations for a UAV to be within athreshold distance of the target location where payload 228 is beingdelivered by a UAV (e.g., within a few feet of the target destination).To this end, a UAV may use a two-tiered approach in which it uses amore-general location-determination technique to navigate to a generalarea that is associated with the target location, and then use amore-refined location-determination technique to identify and/ornavigate to the target location within the general area.

For example, UAV 200 may navigate to the general area of a targetdestination where payload 228 is being delivered using waypoints and/ormap-based navigation. The UAV may then switch to a mode in which itutilizes a localization process to locate and travel to a more specificlocation. For instance, if UAV 200 is to deliver a payload to a user'shome, UAV 200 may need to be substantially close to the target locationin order to avoid delivery of the payload to undesired areas (e.g., ontoa roof, into a pool, onto a neighbor's property, etc.). However, a GPSsignal may only get UAV 200 so far (e.g., within a block of the user'shome). A more precise location-determination technique may then be usedto find the specific target location.

Various types of location-determination techniques may be used toaccomplish localization of the target delivery location once UAV 200 hasnavigated to the general area of the target delivery location. Forinstance, UAV 200 may be equipped with one or more sensory systems, suchas, for example, ultrasonic sensors 204, infrared sensors (not shown),and/or other sensors, which may provide input that navigation module 214utilizes to navigate autonomously or semi-autonomously to the specifictarget location.

As another example, once UAV 200 reaches the general area of the targetdelivery location (or of a moving subject such as a person or theirmobile device), UAV 200 may switch to a “fly-by-wire” mode where it iscontrolled, at least in part, by a remote operator, who can navigate UAV200 to the specific target location. To this end, sensory data from UAV200 may be sent to the remote operator to assist them in navigating UAV200 to the specific location.

As yet another example, UAV 200 may include a module that is able tosignal to a passer-by for assistance in either reaching the specifictarget delivery location; for example, UAV 200 may display a visualmessage requesting such assistance in a graphic display, play an audiomessage or tone through speakers to indicate the need for suchassistance, among other possibilities. Such a visual or audio messagemight indicate that assistance is needed in delivering UAV 200 to aparticular person or a particular location, and might provideinformation to assist the passer-by in delivering UAV 200 to the personor location (e.g., a description or picture of the person or location,and/or the person or location's name), among other possibilities. Such afeature can be useful in a scenario in which the UAV is unable to usesensory functions or another location-determination technique to reachthe specific target location. However, this feature is not limited tosuch scenarios.

In some embodiments, once UAV 200 arrives at the general area of atarget delivery location, UAV 200 may utilize a beacon from a user'sremote device (e.g., the user's mobile phone) to locate the person. Sucha beacon may take various forms. As an example, consider the scenariowhere a remote device, such as the mobile phone of a person whorequested a UAV delivery, is able to send out directional signals (e.g.,via an RF signal, a light signal and/or an audio signal). In thisscenario, UAV 200 may be configured to navigate by “sourcing” suchdirectional signals—in other words, by determining where the signal isstrongest and navigating accordingly. As another example, a mobiledevice can emit a frequency, either in the human range or outside thehuman range, and UAV 200 can listen for that frequency and navigateaccordingly. As a related example, if UAV 200 is listening for spokencommands, then UAV 200 could utilize spoken statements, such as “I'mover here!” to source the specific location of the person requestingdelivery of a payload.

In an alternative arrangement, a navigation module may be implemented ata remote computing device, which communicates wirelessly with UAV 200.The remote computing device may receive data indicating the operationalstate of UAV 200, sensor data from UAV 200 that allows it to assess theenvironmental conditions being experienced by UAV 200, and/or locationinformation for UAV 200. Provided with such information, the remotecomputing device may determine altitudinal and/or directionaladjustments that should be made by UAV 200 and/or may determine how UAV200 should adjust its mechanical features (e.g., its rudder(s),elevator(s), aileron(s), and/or the speed of its propeller(s)) in orderto effectuate such movements. The remote computing system may thencommunicate such adjustments to UAV 200 so it can move in the determinedmanner.

C. Communication Systems

In a further aspect, UAV 200 includes one or more communication systems218. Communications system(s) 218 may include one or more wirelessinterfaces and/or one or more wireline interfaces, which allow UAV 200to communicate via one or more networks. Such wireless interfaces mayprovide for communication under one or more wireless communicationprotocols, such as Bluetooth, WiFi (e.g., an IEEE 802.11 protocol),Long-Term Evolution (LTE), WiMAX (e.g., an IEEE 802.16 standard), aradio-frequency ID (RFID) protocol, near-field communication (NFC),and/or other wireless communication protocols. Such wireline interfacesmay include an Ethernet interface, a Universal Serial Bus (USB)interface, or similar interface to communicate via a wire, a twistedpair of wires, a coaxial cable, an optical link, a fiber-optic link, orother physical connection to a wireline network.

In some embodiments, UAV 200 may include communication system(s) 218that allow for both short-range communication and long-rangecommunication. For example, UAV 200 may be configured for short-rangecommunications using Bluetooth and for long-range communications under aCDMA protocol. In such an embodiment, UAV 200 may be configured tofunction as a “hot spot;” or in other words, as a gateway or proxybetween a remote support device and one or more data networks, such as acellular network and/or the Internet. Configured as such, UAV 200 mayfacilitate data communications that the remote support device wouldotherwise be unable to perform by itself.

For example, UAV 200 may provide a WiFi connection to a remote device,and serve as a proxy or gateway to a cellular service provider's datanetwork, which the UAV might connect to under an LTE or a 3G protocol,for instance. UAV 200 could also serve as a proxy or gateway to ahigh-altitude balloon network, a satellite network, or a combination ofthese networks, among others, which a remote device might not be able tootherwise access.

D. Power Systems

In a further aspect, UAV 200 may include power system(s) 220. Powersystem(s) 220 may include one or more batteries for providing power toUAV 200. In one example, the one or more batteries may be rechargeableand each battery may be recharged via a wired connection between thebattery and a power supply and/or via a wireless charging system, suchas an inductive charging system that applies an external time-varyingmagnetic field to an internal battery.

In a further aspect, power system(s) 220 of UAV 200 may include a powerinterface for electronically coupling to an external AC power source,and an AC/DC converter coupled to the power interface and operable toconvert alternating current to direct current that charges the UAV'sbattery or batteries. For instance, the power interface may include apower jack or other electric coupling for connecting to a 110V, 120V,220V, or 240V AC power source. Such a power system may facilitate arecipient-assisted recharging process, where a recipient can connect theUAV to a standard power source at a delivery location, such as therecipient's home or office. Additionally or alternatively, powersystem(s) 220 could include a inductive charging interface, such thatrecipient-assisted recharging can be accomplished wirelessly via aninductive charging system installed or otherwise available at thedelivery location.

E. Payload Delivery

UAV 200 may employ various systems and configurations in order totransport and deliver payload 228. In some implementations, payload 228of UAV 200 may include or take the form of a “package” designed totransport various goods to a target delivery location. For example, UAV200 can include a compartment, in which an item or items may betransported. Such a package may include one or more food items,purchased goods, medical items, or any other object(s) having a size andweight suitable to be transported between two locations by the UAV. Insome embodiments, payload 228 may simply be the one or more items thatare being delivered (e.g., without any package housing the items). And,in some embodiments, the items being delivered, the container or packagein which the items are transported, and/or other components may all beconsidered to be part of the payload.

In some embodiments, payload 228 may be attached to the UAV and locatedsubstantially outside of the UAV during some or all of a flight by theUAV. For example, the package may be tethered or otherwise releasablyattached below the UAV during flight to a target location. In anembodiment where a package carries goods below the UAV, the package mayinclude various features that protect its contents from the environment,reduce aerodynamic drag on the system, and prevent the contents of thepackage from shifting during UAV flight.

For instance, when payload 228 takes the form of a package fortransporting items, the package may include an outer shell constructedof water-resistant cardboard, plastic, or any other lightweight andwater-resistant material. Further, in order to reduce drag, the packagemay feature smooth surfaces with a pointed front that reduces thefrontal cross-sectional area. Further, the sides of the package maytaper from a wide bottom to a narrow top, which allows the package toserve as a narrow pylon that reduces interference effects on the wing(s)of the UAV. This may move some of the frontal area and volume of thepackage away from the wing(s) of the UAV, thereby preventing thereduction of lift on the wing(s) cause by the package. Yet further, insome embodiments, the outer shell of the package may be constructed froma single sheet of material in order to reduce air gaps or extramaterial, both of which may increase drag on the system. Additionally oralternatively, the package may include a stabilizer to dampen packageflutter. This reduction in flutter may allow the package to have a lessrigid connection to the UAV and may cause the contents of the package toshift less during flight.

In order to deliver the payload, the UAV may include tether system 221,which may be controlled by tether control module 216 in order to lowerpayload 228 to the ground while the UAV hovers above. Tether system 221may include a tether, which is couplable to payload 228 (e.g., apackage). The tether may be wound on a spool that is coupled to a motorof the UAV (although passive implementations, without a motor, are alsopossible). The motor may be a DC motor (e.g., a servo motor) that can beactively controlled by a speed controller, although other motorconfigurations are possible. In some embodiments, tether control module216 can control the speed controller to cause the motor to rotate thespool, thereby unwinding or retracting the tether and lowering orraising the payload coupling apparatus. In practice, a speed controllermay output a desired operating rate (e.g., a desired RPM) for the spool,which may correspond to the speed at which the tether system shouldlower the payload towards the ground. The motor may then rotate thespool so that it maintains the desired operating rate (or within someallowable range of operating rates).

In order to control the motor via a speed controller, tether controlmodule 216 may receive data from a speed sensor (e.g., an encoder)configured to convert a mechanical position to a representative analogor digital signal. In particular, the speed sensor may include a rotaryencoder that may provide information related to rotary position (and/orrotary movement) of a shaft of the motor or the spool coupled to themotor, among other possibilities. Moreover, the speed sensor may takethe form of an absolute encoder and/or an incremental encoder, amongothers. So in an example implementation, as the motor causes rotation ofthe spool, a rotary encoder may be used to measure this rotation. Indoing so, the rotary encoder may be used to convert a rotary position toan analog or digital electronic signal used by tether control module 216to determine the amount of rotation of the spool from a fixed referenceangle and/or to an analog or digital electronic signal that isrepresentative of a new rotary position, among other options. Otherexamples are also possible.

In some embodiments, a payload coupling component or apparatus (e.g., ahook or another type of coupling component) can be configured to securepayload 228 while being lowered from the UAV by the tether. The couplingapparatus or component and can be further configured to release payload228 upon reaching ground level via electrical or electro-mechanicalfeatures of the coupling component. The payload coupling component canthen be retracted to the UAV by reeling in the tether using the motor.

In some implementations, payload 228 may be passively released once itis lowered to the ground. For example, a payload coupling component mayprovide a passive release mechanism, such as one or more swing armsadapted to retract into and extend from a housing. An extended swing armmay form a hook on which payload 228 may be attached. Upon lowering therelease mechanism and payload 228 to the ground via a tether, agravitational force as well as a downward inertial force on the releasemechanism may cause payload 228 to detach from the hook allowing therelease mechanism to be raised upwards toward the UAV. The releasemechanism may further include a spring mechanism that biases the swingarm to retract into the housing when there are no other external forceson the swing arm. For instance, a spring may exert a force on the swingarm that pushes or pulls the swing arm toward the housing such that theswing arm retracts into the housing once the weight of payload 228 nolonger forces the swing arm to extend from the housing. Retracting theswing arm into the housing may reduce the likelihood of the releasemechanism snagging payload 228 or other nearby objects when raising therelease mechanism toward the UAV upon delivery of payload 228.

In another implementation, a payload coupling component may include ahook feature that passively releases the payload when the payloadcontacts the ground. For example, the payload coupling component maytake the form of or include a hook feature that is sized and shaped tointeract with a corresponding attachment feature (e.g., a handle orhole) on a payload taking the form of a container or tote. The hook maybe inserted into the handle or hole of the payload container, such thatthe weight of the payload keeps the payload container secured to thehook feature during flight. However, the hook feature and payloadcontainer may be designed such that when the container contacts theground and is supported from below, the hook feature slides out of thecontainer's attachment feature, thereby passively releasing the payloadcontainer. Other passive release configurations are also possible.

Active payload release mechanisms are also possible. For example,sensors such as a barometric pressure based altimeter and/oraccelerometers may help to detect the position of the release mechanism(and the payload) relative to the ground. Data from the sensors can becommunicated back to the UAV and/or a control system over a wirelesslink and used to help in determining when the release mechanism hasreached ground level (e.g., by detecting a measurement with theaccelerometer that is characteristic of ground impact). In otherexamples, the UAV may determine that the payload has reached the groundbased on a weight sensor detecting a threshold low downward force on thetether and/or based on a threshold low measurement of power drawn by thewinch when lowering the payload.

Other systems and techniques for delivering a payload, in addition or inthe alternative to a tethered delivery system are also possible. Forexample, UAV 200 could include an air-bag drop system or a parachutedrop system. Alternatively, UAV 200 carrying a payload could simply landon the ground at a delivery location. Other examples are also possible.

In some arrangements, a UAV might not include tether system 221. Forexample, a UAV could include an internal compartment or bay in which theUAV could hold items during transport. Such a compartment could beconfigured as a top-loading, side-loading, and/or bottom-loadingchamber. The UAV may include electrical and/or mechanical means (e.g.,doors) that allow the interior compartment in the UAV to be opened andclosed. Accordingly, the UAV may open the compartment in variouscircumstances, such as: (a) when picking up an item for delivery at anitem source location, such that the item can be placed in the UAV fordelivery, (b) upon arriving at a delivery location, such that therecipient can place an item for return into the UAV, and/or (c) in othercircumstances. Further, it is also contemplated, that other non-tetheredmechanisms for securing payload items to a UAV are also possible, suchas various fasteners for securing items to the UAV housing, among otherpossibilities. Yet further, a UAV may include an internal compartmentfor transporting items and/or other non-tethered mechanisms for securingpayload items, in addition or in the alternative to tether system 221.

IV. ILLUSTRATIVE UAV DEPLOYMENT SYSTEMS

UAV systems may be implemented in order to provide various UAV-relatedservices. In particular, UAVs may be provided at a number of differentlaunch sites that may be in communication with regional and/or centralcontrol systems. Such a distributed UAV system may allow UAVs to bequickly deployed to provide services across a large geographic area(e.g., that is much larger than the flight range of any single UAV). Forexample, UAVs capable of carrying payloads may be distributed at anumber of launch sites across a large geographic area (possibly eventhroughout an entire country, or even worldwide), in order to provideon-demand transport of various items to locations throughout thegeographic area. FIG. 3 is a simplified block diagram illustrating adistributed UAV system 300, according to an example embodiment.

In the illustrative UAV system 300, access system 302 may allow forinteraction with, control of, and/or utilization of a network of UAVs304. In some embodiments, access system 302 may be a computing systemthat allows for human-controlled dispatch of UAVs 304. As such, thecontrol system may include or otherwise provide a user interface throughwhich a user can access and/or control UAVs 304.

In some embodiments, dispatch of UAVs 304 may additionally oralternatively be accomplished via one or more automated processes. Forinstance, access system 302 may dispatch one of UAVs 304 to transport apayload to a target location, and the UAV may autonomously navigate tothe target location by utilizing various on-board sensors, such as a GPSreceiver and/or other various navigational sensors.

Further, access system 302 may provide for remote operation of a UAV.For instance, access system 302 may allow an operator to control theflight of a UAV via its user interface. As a specific example, anoperator may use access system 302 to dispatch one of UAVs 304 to atarget location. The dispatched UAV may then autonomously navigate tothe general area of the target location. At this point, the operator mayuse access system 302 to take control of the dispatched UAV and navigatethe dispatched UAV to the target location (e.g., to a particular personto whom a payload is being transported). Other examples of remoteoperation of a UAV are also possible.

In an illustrative embodiment, UAVs 304 may take various forms. Forexample, each of UAVs 304 may be a UAV such as those illustrated in FIG.1A, 1B, 1C, 1D, 1E, or 2. However, UAV system 300 may also utilize othertypes of UAVs without departing from the scope of the invention. In someimplementations, all of UAVs 304 may be of the same or a similarconfiguration. However, in other implementations, UAVs 304 may include anumber of different types of UAVs. For instance, UAVs 304 may include anumber of types of UAVs, with each type of UAV being configured for adifferent type or types of payload delivery capabilities.

UAV system 300 may further include remote device 306, which may takevarious forms. Generally, remote device 306 may be any device throughwhich a direct or indirect request to dispatch a UAV can be made. Notethat an indirect request may involve any communication that may beresponded to by dispatching a UAV, such as requesting a packagedelivery. In an example embodiment, remote device 306 may be a mobilephone, tablet computer, laptop computer, personal computer, or anynetwork-connected computing device. Further, in some instances, remotedevice 306 may not be a computing device. As an example, a standardtelephone, which allows for communication via plain old telephoneservice (POTS), may serve as remote device 306. Other types of remotedevices are also possible.

Further, remote device 306 may be configured to communicate with accesssystem 302 via one or more types of communication network(s) 308. Forexample, remote device 306 may communicate with access system 302 (or ahuman operator of access system 302) by communicating over a POTSnetwork, a cellular network, and/or a data network such as the Internet.Other types of networks may also be utilized.

In some embodiments, remote device 306 may be configured to allow a userto request pick-up of one or more items from a certain source locationand/or delivery of one or more items to a desired location. For example,a user could request UAV delivery of a package to their home via theirmobile phone, tablet, or laptop. As another example, a user couldrequest dynamic delivery to wherever they are located at the time ofdelivery. To provide such dynamic delivery, UAV system 300 may receivelocation information (e.g., GPS coordinates, etc.) from the user'smobile phone, or any other device on the user's person, such that a UAVcan navigate to the user's location (as indicated by their mobilephone).

In some embodiments, a business user (e.g., a restaurant) could utilizeone or more remote devices 306 to request that a UAV be dispatched topick-up one or more items (e.g., a food order) from a source location(e.g., the restaurant's address), and then deliver the one or more itemsto a target location (e.g., a customer's address). Further, in suchembodiments, there may be multiple instances of remote device 306associated with a common item provider account (e.g., an account used bymultiple employees and/or owners of a particular restaurant).Additionally, in such embodiments, remote device 306 may be utilized tosend item provider submissions to a transport provider computing system(e.g., central dispatch system 310 and or local dispatch system 312),which each indicate a respective quantitative measure for a given amountof UAV transport service at a given future time. For example, remotedevice 306 may be utilized to generate and send an item providersubmission that specifies a level of desired UAV transport services(e.g., number and/or rate of expected UAV delivery flights), and/or amonetary value corresponding to the item provider's need for UAVtransport services, at a particular time or during a particular periodof time in the future.

In an illustrative arrangement, central dispatch system 310 may be aserver or group of servers, which is configured to receive dispatchmessages requests and/or dispatch instructions from access system 302.Such dispatch messages may request or instruct central dispatch system310 to coordinate the deployment of UAVs to various target locations.Central dispatch system 310 may be further configured to route suchrequests or instructions to one or more local dispatch systems 312. Toprovide such functionality, central dispatch system 310 may communicatewith access system 302 via a data network, such as the Internet or aprivate network that is established for communications between accesssystems and automated dispatch systems.

In the illustrated configuration, central dispatch system 310 may beconfigured to coordinate the dispatch of UAVs 304 from a number ofdifferent local dispatch systems 312. As such, central dispatch system310 may keep track of which ones of UAVs 304 are located at which onesof local dispatch systems 312, which UAVs 304 are currently availablefor deployment, and/or which services or operations each of UAVs 304 isconfigured for (in the event that a UAV fleet includes multiple types ofUAVs configured for different services and/or operations). Additionallyor alternatively, each local dispatch system 312 may be configured totrack which of its associated UAVs 304 are currently available fordeployment and/or are currently in the midst of item transport.

In some cases, when central dispatch system 310 receives a request forUAV-related service (e.g., transport of an item) from access system 302,central dispatch system 310 may select a specific one of UAVs 304 todispatch. Central dispatch system 310 may accordingly instruct localdispatch system 312 that is associated with the selected UAV to dispatchthe selected UAV. Local dispatch system 312 may then operate itsassociated deployment system 314 to launch the selected UAV. In othercases, central dispatch system 310 may forward a request for aUAV-related service to one of local dispatch systems 312 that is nearthe location where the support is requested and leave the selection of aparticular one of UAVs 304 to local dispatch system 312.

In an example configuration, local dispatch system 312 may beimplemented as a computing system at the same location as deploymentsystem(s) 314 that it controls. For example, a particular one of localdispatch system 312 may be implemented by a computing system installedat a building, such as a warehouse, where deployment system(s) 314 andUAV(s) 304 that are associated with the particular one of local dispatchsystems 312 are also located. In other embodiments, the particular oneof local dispatch systems 312 may be implemented at a location that isremote to its associated deployment system(s) 314 and UAV(s) 304.

Numerous variations on and alternatives to the illustrated configurationof UAV system 300 are possible. For example, in some embodiments, a userof remote device 306 could request delivery of a package directly fromcentral dispatch system 310. To do so, an application may be implementedon remote device 306 that allows the user to provide informationregarding a requested delivery, and generate and send a data message torequest that UAV system 300 provide the delivery. In such an embodiment,central dispatch system 310 may include automated functionality tohandle requests that are generated by such an application, evaluate suchrequests, and, if appropriate, coordinate with an appropriate localdispatch system 312 to deploy a UAV.

Further, some or all of the functionality that is attributed herein tocentral dispatch system 310, local dispatch system(s) 312, access system302, and/or deployment system(s) 314 may be combined in a single system,implemented in a more complex system (e.g., having more layers ofcontrol), and/or redistributed among central dispatch system 310, localdispatch system(s) 312, access system 302, and/or deployment system(s)314 in various ways.

Yet further, while each local dispatch system 312 is shown as having twoassociated deployment systems 314, a given local dispatch system 312 mayalternatively have more or fewer associated deployment systems 314.Similarly, while central dispatch system 310 is shown as being incommunication with two local dispatch systems 312, central dispatchsystem 310 may alternatively be in communication with more or fewerlocal dispatch systems 312.

In a further aspect, deployment systems 314 may take various forms. Insome implementations, some or all of deployment systems 314 may be astructure or system that passively facilitates a UAV taking off from aresting position to begin a flight. For example, some or all ofdeployment systems 314 may take the form of a landing pad, a hangar,and/or a runway, among other possibilities. As such, a given deploymentsystem 314 may be arranged to facilitate deployment of one UAV 304 at atime, or deployment of multiple UAVs (e.g., a landing pad large enoughto be utilized by multiple UAVs concurrently).

Additionally or alternatively, some or all of deployment systems 314 maytake the form of or include systems for actively launching one or moreof UAVs 304. Such launch systems may include features that provide foran automated UAV launch and/or features that allow for a human-assistedUAV launch. Further, a given deployment system 314 may be configured tolaunch one particular UAV 304, or to launch multiple UAVs 304.

Note that deployment systems 314 may also be configured to passivelyfacilitate and/or actively assist a UAV when landing. For example, thesame landing pad could be used for take-off and landing. Additionally oralternatively, a deployment system could include a robotic arm operableto receive an incoming UAV. Deployment system 314 could also includeother structures and/or systems to assist and/or facilitate UAV landingprocesses. Further, structures and/or systems to assist and/orfacilitate UAV landing processes may be implemented as separatestructures and/or systems, so long as UAVs can move or be moved from alanding structure or system to deployment system 314 for re-deployment.

Deployment systems 314 may further be configured to provide additionalfunctions, including for example, diagnostic-related functions such asverifying system functionality of the UAV, verifying functionality ofdevices that are housed within a UAV (e.g., a payload deliveryapparatus), and/or maintaining devices or other items that are housed inthe UAV (e.g., by monitoring a status of a payload such as itstemperature, weight, etc.).

In some embodiments, local dispatch systems 312 (along with theirrespective deployment system(s) 314 may be strategically distributedthroughout an area such as a city. For example, local dispatch systems312 may be strategically distributed such that each local dispatchsystems 312 is proximate to one or more payload pickup locations (e.g.,near a restaurant, store, or warehouse). However, local dispatch systems312 may be distributed in other ways, depending upon the particularimplementation.

As an additional example, kiosks that allow users to transport packagesvia UAVs may be installed in various locations. Such kiosks may includeUAV launch systems, and may allow a user to provide their package forloading onto a UAV and pay for UAV shipping services, among otherpossibilities. Other examples are also possible.

In a further aspect, UAV system 300 may include or have access touser-account database 316. User-account database 316 may include datafor a number of user accounts, and which are each associated with one ormore person. For a given user account, user-account database 316 mayinclude data related to or useful in providing UAV-related services.Typically, the user data associated with each user account is optionallyprovided by an associated user and/or is collected with the associateduser's permission.

Further, in some embodiments, a person may be required to register for auser account with UAV system 300, if they wish to be provided withUAV-related services by UAVs 304 from UAV system 300. As such,user-account database 316 may include authorization information for agiven user account (e.g., a user name and password), and/or otherinformation that may be used to authorize access to a user account.

In some embodiments, a person may associate one or more of their deviceswith their user account, such that they can access the services of UAVsystem 300. For example, when a person uses an associated mobile phoneto, e.g., place a call to an operator of access system 302 or send amessage requesting a UAV-related service to a dispatch system, the phonemay be identified via a unique device identification number, and thecall or message may then be attributed to the associated user account.Other examples are also possible.

Additionally or alternatively, an item provider that wishes to delivertheir products using UAV transport services provided by an ATSP todeliver, can register for an item provider account with UAV system 300.As such, user-account database 316 may include authorization informationfor a given item provider account (e.g., one or more user name andpassword combinations), and/or other information that may be used toauthorize access to a given item provider account. Alternatively, datafor item provider accounts may be kept in a separate database fromrecipient user accounts. Other data structures and storageconfigurations for storing such account data are also possible.

V. UAV TRANSPORT SERVICES WITH SEPARATELY LOCATED ITEM PROVIDERS AND UAVHUBS

FIG. 4A is a block diagram showing an example arrangement for an aerialtransport service provider control system 401, which coordinates UAVtransport services for a plurality of item providers that are locatedremotely from the service provider's central UAV dispatch locations(e.g., UAV nests). The ATSP may be a separate entity from the itemproviders. As shown, ATSP control system 401 may be communicativelycoupled to computing or control systems of UAV nests 404 a, 404 b, 404c, and 404 d (i.e., UAV nests 404 a-d), and communicatively coupled tocomputing systems of item providers 406 a, 406 b, 406 c, and 406 d(i.e., item providers 406 a-d). Such communicative couplings may beimplemented using various types of wired and/or wireless communicationprotocols and networks.

Each of UAV nests 404 a-d is a facility where UAVs can be stored for atleast a short period of time, and from which UAVs can begin carrying outa UAV transport task (e.g., where UAVs can take off). In someimplementations, some or all of the UAV nests may take the form of alocal dispatch system and one or more deployment systems, such as thosedescribed in reference to FIG. 3 above. Of course, some or all of theUAV nests could also take other forms and/or perform differentfunctions.

Each of the computing systems of item providers 406 a-d may beassociated with a different item provider account. As such, one or moreof the computing systems associated with item providers 406 a-d mayinclude one or more computing devices that are authorized to access thecorresponding item provider account with the ATSP. Further, the ATSP maystore data for item provider accounts in an item provider accountdatabase 407.

In practice, one or more of the computing systems of item providers 406a-d may include one or more remote computing devices (e.g., such as oneor more remote devices 306 described in reference to FIG. 3), which havelogged in to or otherwise been authorized to access the same itemprovider account (e.g., cell phones, laptops, and/or computing devicesof a business's employees). Additionally or alternatively, one or moreof the computing systems of item providers 406 a-d may be implementedwith less of an ad-hoc approach; e.g., with one or more user-interfaceterminals installed at the item provider's facilities. Other types ofitem provider computing systems are also possible.

In order to provide UAV transport services to various item providers inan efficient and flexible manner, ATSP control system 401 maydynamically assign different UAVs to transport tasks for different itemproviders based on demand and/or other factors, rather than permanentlyassigning each UAV to a particular item provider. As such, theparticular UAV or UAVs that carry out transport tasks for a giventhird-party item provider may vary over time.

The dynamic assignment of UAVs to flights for a number of different itemproviders can help an ATSP to more efficiently utilize a group of UAVs(e.g., by reducing unnecessary UAV downtime), as compared to anarrangement where specific UAVs are permanently assigned to specificitem providers. More specifically, to dynamically assign UAVs totransport requests from third-party item providers, ATSP control system401 can dynamically redistribute UAVs amongst a number of UAV deploymentlocations (which may be referred to as, e.g., “hubs” or “nests”) througha service area, according to time-varying levels of demand at variouslocations or sub-areas within the service area.

Each respective UAV nest of UAV nests 404 a-d is shown as havingassociated therewith a corresponding geographic area 405 a, 405 b, 405c, and 405 d, respectively (i.e., geographic areas 405 a-d), withinwhich UAVs of the respective UAV nest provide transport services to itemproviders and/or item recipients. The geographic area served by a givenUAV nest may be defined, at least in part, by the flight range(s) of theUAVs that are located at or scheduled to be located at the given UAVnest. In some implementations, the geographic areas 405 a-dcorresponding to UAV nests 404 a-d may each have a fixed size, whichdoes not vary over time. In other implementations, the size of each ofgeographic areas 405 a-d could vary over time based on various factors,such as demand for UAV transport services in the geographic area and/ornearby geographic areas, the number and/or capabilities of UAVsallocated to operate from the corresponding UAV nest, and/or the numberand/or characteristics of item providers located near to the UAV nest,among other possibilities.

Additionally or alternatively, the size of each of geographic areas 405a-d could vary on an order-by-order basis, and/or vary by item provider.More specifically, when a transport task involves three or more flightlegs (e.g., a flight from the UAV nest to the item provider for pick-up,a flight from the item provider to a delivery location, and a returnflight to the UAV nest, as shown in and described with respect to FIG.4B), there may be two or more flight legs before delivering an item.Thus, the evaluation of whether or not a given item provider is withinthe geographic service area of a UAV nest for a given transport task maydepend on a combination of the distance from the UAV nest to the itempick-up location, the distance from the pick-up location to the deliverylocation, and the distance from the delivery location to the UAV nest.As a result, a given UAV nest may be able to serve a given item providerfor one transport task, but not for another. In this context, it ispossible that the notion of a defined “geographic service area” mightnot be utilized at all. Instead, ATSP control system 401 may simplyevaluate whether a UAV transport task can be implemented on atask-by-task basis, given all of the parameters for completion of thetask.

Since certain item providers can only be served by (or are better servedby) a certain UAV nest or nests, and because demand for UAV transportservices can vary between item providers, ATSP control system 401 may,for a given geographic/service area, implement an ongoing process todistribute and redistribute UAVs amongst the UAV nests 404 a-d thatcollectively serve the given area. In particular, ATSP control system401 may continually, periodically, or from time-to-time evaluate demandand/or other factors for each item provider 406 a-d, and determine arespective number of UAVs that are desirable at each of UAV nests 404a-d, in order to meet the demand for UAV transport tasks in thecorresponding geographic area. Additionally or alternatively, ATSPcontrol system 401 could determine a respective number of UAVs that aredesirable at each of UAV nest 404 a-d such that UAV nests 404 a-d cancollectively meet demand for UAV transport services in the larger areacollectively served by the UAV nests 404 a-d.

Herein, the allocation or assignment of a certain number of UAVs to eachof a plurality of UAV nests, as well as to pre-staging locationsassociated with the nests or located nearby the nests, at a given timemay be referred to as the “distribution” of UAVs or the “distribution ofUAV capacity” (with “UAV capacity” referring to the fleet or set of UAVsthat are available and/or their collective ability to provide transportservices at a given time). In order achieve a desired distribution ofUAVs at a certain time, ATSP control system 401 can pre-emptivelyinstruct certain UAVs to move between UAV nests and/or betweenpre-staging locations. By doing so, ATSP control system 401 canredistribute UAV capacity according to location-specific changes indemand.

FIG. 4B illustrates an example arrangement that may be employed by anATSP to carry out transport tasks within a geographic area. The showngeographic area may represent geographic area 405 a, which includestherein UAV nest 404 a, a plurality of item providers 406 a, 409 b, 409c, and 409 d (i.e., item providers 406 a and 409 b-d), and a pluralityof item recipients 408 a, 408 b, 408 c, and 408 d (i.e., item recipients408 a-d). Item providers 409 b-d may be other item providers locatedwithin geographic area 405 a (not shown in FIG. 4A) and may each beassociated with a corresponding computing system. Geographic areas maycontain more or fewer UAV nests, item providers, and item recipientsthan shown.

Item providers 406 a and 409 b-d may include any entities that haveitems to be delivered to other entities or locations within or beyondthe geographic area, including merchants, vendors, dealers, retailers,seller, shippers, and laypersons. Item recipients 408 a-d may includeany entities or locations capable of receiving delivery of an item. Itemproviders 406 a and 409 b-d and item recipients 408 a-d may each beassociated with a geographic location (e.g., GPS coordinates) within thegeographic area. In an example embodiment, item providers 406 a and 409b-d may be restaurants or other food vendors within the geographic area,and item recipients 408 a-d may be locations to which food delivery wasordered from restaurants 406 a and 409 b-d.

The ATSP may provide UAVs from nest 404 a to carry out transport taskswithin the geographic area on behalf of item providers 406 a and 409b-d. The transport tasks may involve moving, using a UAV, one or moreitems from a source location (e.g., a location of an item provider) to adestination or target location (e.g., a location of an item recipient).The UAVs may be stored or reside at UAV nest 404 a when the UAVs are notperforming transport tasks. That is, UAV nest 404 a may serve as a hubor home location at which the UAVs undergo maintenance, repairs,physical reconfiguration, and battery charging, among other operations.In some embodiments, UAV nest 404 a may be a building having a fixedlocation. Alternatively, UAV nest 404 a may be a vehicle capable ofmoving through the geographic area and housing a plurality of UAVs.

When item provider 406 a requests, from the ATSP, a UAV to perform atransport task, the UAV may be dispatched from UAV nest 404 a and maytravel to item provider 406 a, as indicated by flight leg 410, to pickup the item to be transported. Item provider 406 a may load the itemonto the UAV and may instruct the ATSP that the picked-up item is to bedelivered to item recipient 408 a. Accordingly, the UAV may travel toitem recipient 408 a with the picked-up item, as indicated by flight leg411. After delivering the item, the UAV may return to UAV nest 404 a, asindicated by flight leg 412. Alternatively, before returning to UAV nest404 a, the UAV may be dispatched to pick up another item from one ofitem providers 406 a and 409 b-d and deliver the item to one of itemrecipients 408 a-d.

Similarly, item providers 409 b, 409 c, and 409 d may request, from theATSP, respective UAVs to perform additional transport tasks, and theATSP may responsively dispatch the respective UAVs from UAV nest 404 ato travel to item providers 409 b, 409 c, and 409 d, as indicated byflight legs 413, 416, and 419, respectively, to pick up correspondingitems to be transported. Item providers 409 b, 409 c, and 409 d may loadthe corresponding items onto the respective UAVs and may specify itemrecipients 408 b, 408 c, and 408 d, respectively, as the deliverydestinations. The respective UAVs may then travel to item recipients 408b, 408 c, and 408 d with the respective items, as indicated by flightlegs 414, 417, and 420. After delivering the item, the UAVs may returnto UAV nest 404 a, as indicated by flight legs 415, 418, and 421, or theUAVs may be dispatched to pick up additional items from item providerswithin the geographic area.

Item providers 406 a and 409 b-d may thus offer UAV delivery of theirgoods and products without having to implement, manage, or maintain anyinfrastructure associated with the UAVs. Further, item providers 406 aand 409 b-d may offer the UAV delivery without having to first movetheir inventory to a centralized location (e.g., a warehouse) from whichthe UAVs are dispatched.

With such an arrangement, a delivery flight may involve the additionalflight leg to fly from the UAV nest to the item provider's location(e.g., flight legs 410, 413, 416, and 419) to pick up the item or itemsfor transport, before flying to the delivery location, as compared to anarrangement where delivery UAVs are stationed at the source location foritems (such as a distributor or retailer warehouse or a restaurant).Thus, because the UAVs are stored at UAV nest 404 a and not at thelocations of item providers 406 a and 409 b-d, there may, in someinstances, be a delay between when a UAV is requested for a transporttask and when the UAV actually arrives to begin the transport task. Forexample, when item provider 409 b requests a UAV for a transport task,the UAV may have to traverse flight leg 413 before reaching itemprovider 409 b, thereby causing the delay. Traversing flight legs 410,416, and 419 before arriving at item providers 406 a, 409 c, and 409 d,respectively, may cause a similar delay.

While the flight leg between the UAV nest and a pick-up location hasassociated costs, these costs can be offset by more efficient use ofeach UAV (e.g., more flights, and less unnecessary ground time, in agiven period of time), which in turn can allow for a lesser number ofUAVs to be utilized for a given number of transport tasks. Further, thecost of the flight leg between the UAV nest and the pick-up location maybe reduced or eliminated by predictively dispatching UAVs from the UAVnest to pre-staging locations throughout the geographic area based onanticipated demand for UAV transport tasks.

VI. EXAMPLE EXPECTED DEMAND

FIG. 5 illustrates an example expected demand level for transport taskswithin a geographic area. The expected demand level may be used by theATSP to physically pre-configure UAVs at the UAV nest in preparation forthe types of expected transport tasks, and to pre-stage the UAVsthroughout the geographic area before the demand level arises.Pre-configuring the UAVs before the expected demand level arises mayallow at least a first number of UAVs to be available within thegeographic area, where each of the first number of UAVs is capable oftransporting the types of expected payload items. Pre-staging, that is,deploying UAVs to item providers before they are needed, may reduce orminimize delays between when a UAV is requested for a transport task andwhen the UAV arrives to begin performing the requested transport task.That is, pre-staging may reduce the cost of the flight leg between theUAV nest and the pick-up location.

FIG. 5 shows a map of geographic area 500. Within geographic area 500, aplurality of markers 501, 502, 503, 504, 505, 506, 507, 508, 509, 510,511, 512, 513, 514, 515, 516, 517, 518, 519, 520, 521, 522, 523, 524,525, 526, and 527 (i.e., markers 501-527) indicate item providers anditem recipients expected to request one or more UAVs for transporttasks. Markers 501-521, shaded with a first pattern, may indicate itemproviders expected to request UAV transport tasks from the ATSP. Markers522-527, shaded with a second different pattern, may indicate itemrecipients expected to request UAV transport tasks either directly fromthe ATSP or by ordering goods from one of the item providers withingeographic area 500. Marker 528 indicates a UAV nest of the ATSP, whichmay be configured to provide UAVs to carry out transport tasks within atleast the shown geographic area, and which may correspond UAV nest 404 aof FIG. 4B. Notably, most of markers 501-527 are located on the westernhalf of geographic area 500, while the UAV nest is located within theeastern half of geographic area 500. Item providers in the western halfmay therefore benefit from pre-staging of UAVs throughout the westernhalf of geographic area 500.

Each of markers 501-527 may be associated with at least onecorresponding time value (i.e., T₁-T₂₇) representing a time at which thecorresponding item provider or recipient is expected to request atransport task, at least one corresponding location value (i.e., L₁-L₂₇)representing a location from which and/or to which the correspondingitem provider or recipient is expected to request the transport task,and at least one corresponding item type value (i.e., I₁-I₂₇)representing a type of payload item which the corresponding itemprovider or recipient is expected to request to have transported.Markers 501-527 may represent expected transport tasks within apredefined future time window (e.g., 10 minutes, 30 minutes, 1 hour, 2,hours, 4, hours, etc.). The types of payload items may be selected froma plurality of different types of payload items that the ATSP isconfigured to transport. The type of payload item may be aclassification based on a plurality of parameters of the payload,including size, weight, shape, fragility, temperature, and value, amongother possible payload item properties.

The expected demand level for geographic area 500 may be determinedbased on historical patterns of demand. In one example, a machinelearning algorithm (e.g., an artificial neural network) may beconfigured, using historical demand data, to determine the expecteddemand level based on a plurality of inputs including, for example, dayof year, day of week, time of day, and weather patterns, among otherfactors. Further, in some embodiments, the expected demand level may bebased on pre-orders, submitted by the item providers, for UAV transporttasks to be carried out in the future. The expected demand level forgeographic area 500 may allow the ATSP to prepare the UAVs of the UAVnest represented by marker 528 to handle the anticipated transporttasks.

VII. EXAMPLE UAV PRE-STAGING OPERATIONS

Preparing the UAVs of the UAV nest in anticipation of expected demandmay involve pre-staging the UAVs throughout geographic area 500.Pre-staging may involve deploying the UAVs from the UAV nest tolocations within the geographic area that are within respectivethreshold distances of expected source locations and/or destinationlocations associated with the transport tasks expected to be requested.The UAVs may be deployed before requests for transport tasks arereceived by the ATSP, or, when transport tasks are pre-ordered, before atime for which the UAVs are pre-ordered. Notably, UAVs may be deployedwith sufficient lead time to arrive before or near a time when they areneeded. Thus, pre-staging may move the UAVs closer to where the UAVs areexpected to initiate or carry out the transport tasks, thereby reducingor eliminating the delay resulting from the UAVs having to fly from theUAV nest to the item provider.

The UAVs may be pre-staged at landing structures distributed throughoutgeographic area 500, or on physical features in geographic area 500(e.g., roofs, trees, lamp posts, utility poles, etc.). The pre-staginglocation may thus be configured to have the UAVs land and/or parkthereon while waiting to receive requests to carry out transport tasksor before initiating a pre-ordered transport task. In some embodiments,rather than land, the UAVs may hover near locations from which transporttasks are expected to originate. However, by using the pre-staginglocations rather than hovering, a UAV may reduce its energy expenditure,thus allowing the UAV additional flight time on its current batterycharge. In this way the ATSP may reduce the UAV's wasted energyexpenditures in the event that an item provider does not accuratelysynchronize loading of the payload with arrival of the UAV (i.e., whenthe item provider causes delay that forces the UAV to hover whilewaiting for the item provider to load the payload).

FIGS. 6A, 6B, and 6C illustrate example pre-staging locations andstructures on which UAVs may land, park, and wait in anticipation ofrequests for transport tasks. FIG. 6A illustrates multiple landingstructures 600A, 600B, and 600C (i.e., 600A-C), installed on a building,on which UAVs 625A, 625B, and 625C may be pre-staged. Each of thelanding structures 600A-C may include vertical support structures 645A,645B, and 645C (i.e., 645A-C), respectively, among other components. Thevertical support structures 645A-C may include elevator platforms,conveyor platforms, or other types of transportation apparatuses to liftor move payload items to UAVs 625A-C from users below, and vice versa.FIG. 6A also shows UAVs 630A and 630B pre-staged directly on the roof ofthe building. UAVs 630A-B may use landing structures 600A-C to pick-upor drop-off payload items after UAVs 625A-C have completed their payloadpick-up or drop-off and departed from landing structures 600A-C.

The building may be, for example, a restaurant or a warehouse withingeographic area 500. The building may be associated with or may belocated nearby an item provider expected to request UAVs for transporttasks. By pre-staging UAVs 625A-C and 630A-B on the building, these UAVswill be ready to, with reduced or minimal delay, begin performing thetransport tasks as the transport tasks are requested or ordered by theitem provider associated with the building or another nearby itemprovider. That is, after requesting the transport tasks, the itemprovider will not have to wait for UAVs 625A-C and 630A-B to make theirway to the building from the UAV nest.

UAVs 625A-C may be accessible via multiple locations of the landingstructures 600A-C. For example, landing structure 600A may be next to adoor to the building, allowing users to drop off or pick up varyingpayload items as the users enter or exit the building. Landing structure600B may be installed as part of or through a roof of the building andmay thus provide UAV transport services (i.e., pickup/drop-off) to usersinside the building, such as in a kitchen. For example, UAV 625B maydeliver produce or other ingredients to cooks in a kitchen via verticalsupport structure 645B by landing on landing structure 600B. Landingstructure 600C may be near or coupled to a window of the building,allowing for payload item pick-up/drop-off via the window.

FIG. 6B illustrates landing structure 650, which may include a landingplatform 655 and a cavity 665. Within examples, landing platform 655 maybe attached to an exterior wall of a building. Landing platform 655 maytake up very little space and may be placed almost anywhere on the wall,allowing item providers and item recipients to utilize UAV transportservices without interfering with existing structures or requiring muchconstruction. A touchdown area, or the area where UAV 660 contacts andoriginally lands on landing platform 655, may be angled to guide UAV 660into a docked position by utilizing gravitational forces. Cavity 665 maybe sized to house a payload or have the payload pass therethrough duringloading and unloading.

FIG. 6C illustrates yet another landing structure 670, which may includelanding platform 675, and cavity 680. Landing platform 675 may be largeenough to hold or dock multiple UAVs 685A and 685B at the same time.Cavity 680 may also be large enough such that multiple UAVs 685A and685B may be loaded or unloaded at the same time. Landing structure 670may be installed over service window 690 of a merchant's store orrestaurant. As such, the merchant or the merchant's customers may haveeasy access to payloads being dropped off or picked up by UAVs 685A and685B.

In some embodiments, the landing structures at the pre-staging locationsmay be equipped with battery chargers. Accordingly, the UAVs' batteriesmay be charged or topped-off while the UAVs wait at the pre-staginglocations to be requested for service. The range over which the UAVs maytransport payload items may therefore be extended.

FIG. 7 illustrates a landing structure being used to load or unload apayload item from a UAV. In particular, landing structure 700 mayinclude landing platform 705 and vertical support structure 745, whichmay be attached to an exterior wall of a building. In other embodiments,vertical support structure 745 may be freestanding, or may take the formof existing infrastructure such as, for example, city lamp post or acell tower. UAV 725 is shown parked on landing structure 700, andincludes winch motor 790, tether 732, and payload coupling apparatus730. Landing structures 600A-C, 650, and 675 may be used in a mannersimilar to landing structure 700.

UAV 725 may land on landing platform 705 and may unwind tether 732 froma winch system in UAV 725, thus lowering payload coupling apparatus 730toward a ground level. At the ground level, a user may secure payload735 to payload coupling apparatus 730 (i.e., during payload itempick-up), or the user may remove payload 735 from payload couplingapparatus 730 (i.e., during payload item drop-off). Payload couplingapparatus 730 may include a hook and payload 735 may be a bag that has ahandle which may be placed around the hook of payload coupling apparatus730, thus securing payload 735 to payload coupling apparatus 730.

In the event of payload item pick-up, after payload 735 is secured,winch motor 790 may wind tether 732 to raise payload 735 and payloadcoupling apparatus 730 up to landing platform 705, until payload 735 hascompletely passed through a cavity (not shown) of landing platform 705.In the event of payload item drop-off, after UAV 725 lands on landingplatform 705, winch motor 790 may unwind and extend tether 732vertically down towards the ground, thus lowering payload 735.

UAVs of the ATSP may be pre-staged at locations throughout geographicarea 500 based on the expected demand level for UAV transport tasks.FIG. 8 illustrates an example distribution of UAVs among pre-staginglocations 800, 802, 804, 806, and 808 within geographic area 500.Pre-staging locations may include any combination of environmentalfeatures (e.g., trees, lampposts, cell towers, etc.) and purpose-builtlanding structures such as landing structures 600A-C, 650, 675, and 700.Pre-staging locations 800 and 806, for example, may be landingstructures installed on buildings associated with item providersindicated by markers 514 and 517. Pre-staging locations 802, 804, and808 may be landing structures or environmental features near itemproviders. Each of pre-staging locations 800, 802, 804, 806, and 808 maycontain multiple UAVs.

Additionally, each of pre-staging locations 800, 802, 804, 806, and 808may be located within a corresponding threshold distance, as illustratedby areas 801, 803, 805, 807, and 809, respectively, of at least one itemprovider. For example, pre-staging location 800 may include itemproviders indicated by markers 512, 513, 514, and 515 within thethreshold distance thereof, pre-staging location 802 may include itemproviders indicated by markers 508, 510, 511, and 512, as well as theitem recipient indicated by marker 522 within the threshold distancethereof, pre-staging location 804 may include item providers indicatedby markers 520 and 521 within the threshold distance thereof,pre-staging location 806 may include item providers indicated by markers516, 517, and 518 within the threshold distance thereof, and pre-staginglocation 808 may include item providers indicated by markers 502, 503,505, and 506 within the threshold distance thereof. Additionalpre-staging locations not shown in FIG. 8 may be included in geographicarea 500 to accommodate, for example, item providers corresponding tomarkers 501, 504, 507, 507, and 519, as well as item recipientscorresponding to markers 523, 524, 525, 526, and 527.

Such proximity between pre-staging locations and item providers mayallow the UAVs to consistently respond to item provider requests inunder a threshold amount of time (e.g., to guarantee a desired averageresponse time). For example, each of the item providers indicated bymarkers 512, 513, 514, and 515 may be reachable by UAVs pre-staged atpre-staging location 800 in under 30 seconds. In some embodiments,transport services performed by the pre-staged UAVs may be sold to theitem providers at different rates than transport services performed byUAVs dispatched from the UAV nest. That is, item providers may be ableto pay a premium for reducing a wait time for a UAV to arrive forpayload pick-up. Additionally, in some instances, item providers thatpre-order UAVs for transport tasks, and therefore allow the ATSP to moreaccurately schedule and configured its UAV fleet, may pay a lower ratefor pre-staged UAVs that item providers that did not pre-orderpre-staged UAVs.

Each UAV may be pre-staged at a corresponding location before the itemprovider for which the UAV is planned to perform transport tasks isexpected to request these transport tasks or has pre-ordered thesetransport tasks. Thus, for example, a first UAV, planned to serve theitem provider indicated by marker 508, may arrive at pre-staginglocation 802 before T₈, a second UAV, planned to serve the item providerindicated by marker 510, may arrive at pre-staging location 802 beforeT₁₀, a third UAV, planned to serve the item provider indicated by marker511, may arrive at pre-staging location 802 before T₁₁, a fourth UAV,planned to serve the item provider indicated by marker 512, may arriveat pre-staging location 802 before T₁₂, and a fifth UAV, planned toserve the item recipient indicated by marker 522, may arrive atpre-staging location 802 before T₂₂.

The number of UAVs pre-staged at a particular location may depend on anaccuracy, reliability, or confidence level of the expected demand level.For example, when the confidence level is low, fewer UAVs than indicatedby the expected demand level might actually be pre-staged to avoidhaving UAVs travel to the pre-staging locations without later beingrequested by the item providers. For example, some of the pre-stagedUAVs may be assigned to serve more than one of the item providers withinthe threshold distance of the pre-staging location. Alternatively, moreUAVs than indicated by the expected demand level might actually bepre-staged to provide redundant capacity in the event of UAV breakdownsor reception of more than the anticipated number of requests.

Pre-staging a UAV for an item provider may involve deploying, from theUAV nest or from another location and to to the pre-staging location, anempty UAV that is not currently carrying a payload item and is thuscapable of picking up a payload item from the item provider. On theother hand, pre-staging the UAV for an item recipient may involvedeploying, to the pre-staging location, the UAV loaded with a payloaditem that the item recipient is predicted to order within a future timewindow. This may involve sending the UAV to an item provider to pick upthe payload item predicted to be ordered before deploying the UAV to thepre-staging location. In one example, the ATSP may predict that the itemrecipient is predicted to order the payload item and, in response,purchase and pick up the payload item from an item provider. The ATSPmay then pre-stage the UAV near the item recipient with the purchasedpayload item, and wait for the item recipient to order the item from theATSP. Alternatively, the item provider may predict that the itemrecipient is predicted to order the payload item, and may order from theATSP a UAV to be pre-staged with the item near the item recipient. Insome instances, the ATSP and the item provider may coordinate in otherways to allow for pre-staging of payloads near item recipients inanticipation of the item recipients' orders.

In some embodiments, a UAV dispatched to perform a transport task for anitem provider may be one of the UAVs that are within the thresholddistance of the item provider. Alternatively, a UAV that is not withinthe threshold distance of the item provider may be selected to performthe transport task. For example, when there are not any UAVs currentlypre-staged within the threshold distance of the item provider, a UAV maybe dispatched from a pre-staging location closest to the item providerbut that is beyond the threshold distance. Similarly, when a UAVpre-staged beyond the threshold distance of the item provider is betteradapted (e.g., is able to carry a heavier payload) to perform thetransport task than the UAVs pre-staged within the threshold distance ofthe item provider, the better-adapted UAV may be dispatched. Further,selection of the UAV for the transport task may be based on acombination of (i) a distance between the pre-staging location and theitem pickup location, (ii) a distance between the pickup location andthe delivery location, and (iii) a distance between the deliverylocation and the pre-staging location, a subsequent item provider towhich the UAV is dispatched, and/or the UAV nest.

VIII. EXAMPLE UAV PRE-CONFIGURATION OPERATIONS

Preparing the UAVs of the UAV nest in anticipation of expected demandmay also involve pre-configuring the UAVs before they are dispatchedand/or pre-staged throughout geographic area 500. Each UAV may bephysically reconfigurable between multiple physical configuration toaccommodate different types of payload items. That is, rather thanhaving purpose-built UAVs with fixed, non-reconfigurable components, theATSP may utilize a fleet of reconfigurable UAVs whose physicalcapabilities can be adapted to the expected level of demand and thetypes of payload items expected to be transported.

FIGS. 9A, 9B, 10A, and 10B illustrate example pre-configurations of UAVsbased on the types of payload items expected to be transported withingeographic area 500. FIG. 9A illustrates UAV configuration 180A whichincludes body 900A and four rotors 182A and four corresponding motors184A. Similarly, FIG. 9B illustrates UAV configuration 180B whichincludes body 900B and four rotors 182B and four corresponding motors184B. Although bodies 900A and 900B of both UAV configurations 180A and180B, respectively, have a same size, rotors 182B are larger than rotors182A and motors 184B are larger and more powerful than motors 184A.Accordingly, by using small rotors 182A and small motors 184A, UAVconfiguration 180A may be better adapted to transport small payloaditems over long distances. On the other hand, by using large rotors 182Band large motors 184B, UAV configuration 180B may be better adapted totransport large payload items over short distances.

When the expected level of demand, as shown in FIG. 5, indicates that afirst number of item providers are expected to request UAVs fortransport of small payloads (e.g., payloads under a threshold weight orvolume), a first number of UAVs from the UAV nest may be reconfiguredaccording to UAV configuration 180A. Similarly, when the expected levelof demand indicates that a second number of item providers are expectedto request UAVs for transport of large payloads (e.g., payloads over thethreshold weight or volume), a second number of UAVs from the UAV nestmay be reconfigured according to UAV configuration 180B. Any remainingUAVs may be reconfigured to use yet different rotors and motors thatmay, for example, provide a balance between payload carrying capacityand energy expenditure. Nevertheless, the types of payload items thatitem providers are expected to have transported and item recipients areexpected to receive may determine the physical configurations of theUAVs dispatched to complete these transport tasks.

FIG. 10A illustrates UAV configuration 1000A which includes payload hook1002 connected to UAV 1001A. Similarly, FIG. 10B illustrates UAVconfiguration 1000B which includes an insulated container 1004 connectedto UAV 1001B. Although UAVs 1001A and 1001B of both UAV configurations1000A and 1000B, respectively, may be similarly or identicallyconfigured, UAV configurations 1000A and 1000B differ in the types ofpayload items they are capable of picking up and transporting using hook1002 and insulated container 1004. By using hook 1002, UAV configuration1000A may be generally adapted to transport a wide range of payloads. Onthe other hand, by using insulated container 1004, UAV configuration1000B may be specifically adapted to transport temperature-sensitivepayloads such as food items, chemicals, or biological samples, amongother possibilities.

When the expected level of demand indicates that a first number of itemproviders are expected to request UAVs for transport of food items(e.g., around lunch or dinner time), a first number of UAVs from the UAVnest may be reconfigured according to UAV configuration 1000B. Anyremaining UAVs may be reconfigured according to UAV configuration 1000A,or another UAV configuration with a yet different type of payloadcoupling apparatus, to prepare for performance of other tasks in thegeographic area. Again, the demand for various types of transport tasksmay drive the physical configurations of the UAVs dispatched to completethese transport tasks.

Additional UAV configurations may be possible. That is, each of a numberof swappable UAV components may be selected to prepare or optimize theUAV for a particular task. For example, a UAV expected to transport acatering food order may be pre-configured according to a UAVconfiguration that includes large rotors 182B and large motors 184B aswell as a plurality of insulated containers 1004 (or one largerinsulated container). In some implementations, a UAV may bepre-configured for a series of transport tasks which it is expected toperform. That is, rather than being adapted to transport one particulartype of payload item, the UAV may be pre-configured to handle a range ofpossible types of payload items. For example, the UAV may be configuredwith motors and rotors sufficient to lift a heaviest of the range ofpayload items.

IX. ADDITIONAL EXAMPLE OPERATIONS

FIG. 11 illustrates flowchart 1100 of example operations related todispatch of UAVs based on expected demand levels. These operations maybe executed by UAV 200, system 300, ATSP control system 401, or one ormore other computing devices or systems herein discussed.

Block 1102 may involve determining, by a control system, an expecteddemand level corresponding to a demand for a first type of a pluralityof types of transport tasks for unmanned aerial vehicles (UAVs). Thefirst type of transport tasks may be associated with a first payloadtype of a plurality of payload types. Each of the UAVs may be physicallyreconfigurable between at least a first configuration corresponding tothe first payload type and a second configuration corresponding to asecond payload type of the payload types.

The UAVs may be operated by an aerial transport service provider (ATSP).The ATSP may house the UAVs at a UAV nest which may serve a plurality ofitem providers within a geographic area. The location of the UAV nestmay be different from locations of the item providers (e.g., the ATSPand the item providers may be separate entities).

Block 1104 may involve determining, by the control system, based on theexpected demand level for the first type of transport tasks, (i) a firstnumber of UAVs having the first configuration and (ii) a second numberof UAVs having the second configuration.

Block 1106 may involve, at or near a time corresponding to the expecteddemand level, providing one or more UAVs to perform the transport tasks.The one or more UAVs may include at least the first number of UAVs withthe first configuration.

In some embodiments, the one or more UAVs may also include the secondnumber of UAVs with the second configuration.

In some embodiments providing the one or more UAVs to perform thetransport tasks may include, before the time corresponding to theexpected demand level, dispatching the one or more UAVs to a pluralityof pre-staging locations distributed throughout a geographic area towhich the expected demand level corresponds. Each of the plurality ofpre-staging locations may be configured to have at least one UAV landthereon. In response to receiving requests for the first type oftransport tasks, the UAVs with the first configuration may be dispatchedfrom the plurality of pre-staging locations to perform the requestedtransport tasks of the first type.

In some embodiments, the plurality of pre-staging locations may includelanding structures distributed throughout the geographic area.

In some embodiments, the plurality of pre-staging locations may includefeatures of an environment within the geographic area.

In some embodiments, the plurality of pre-staging locations to which todispatch the one or more UAVs may be determined based on the expecteddemand level.

In some embodiments, payload items of the plurality of payload types maybe provided by item providers in the geographic area. An aerialtransport service provider (ATSP) may operate the UAVs. The ATSP mayhouse the UAVs at a UAV nest location different from locations of theitem providers. At least one pre-staging location of the plurality ofpre-staging locations may be within a threshold distance of at least oneof the item providers.

In some embodiments, payload items of the plurality of payload types maybe provided by item providers. An aerial transport service provider(ATSP) may operate the UAVs. The ATSP may house the UAVs at a UAV nestlocation different from locations of the item providers. The expecteddemand level for the first type of transport tasks may indicate expectedtimes at which the first type of transport tasks are predicted to berequested by the item providers. Based on distances between the UAV nestlocation and the locations of the item providers, transit times betweenthe UAV nest location and the locations of the item providers may bedetermined. Based on the transit times, the one or more UAVs may bedispatched from the UAV nest location to arrive at the locations of theitem providers at or before the expected times.

In some embodiments, payload items of the plurality of payload types maybe provided by item providers in a geographic area. A first payload itemof the first payload type may be received from a first item provider ofthe item providers in the geographic area and by a first UAV of thefirst number of UAVs with the first configuration. A destination for thefirst payload item may be received from the first item provider. Thefirst UAV may be caused to transport the first payload item from alocation of the first item provider to the destination. The destinationfor the first payload item may be received from the first item providerbefore the first UAV is dispatched from the UAV nest, before the firstUAV is dispatched from a pre-staging location, while the first UAV is intransit from the UAV nest to the pre-staging location or from thepre-staging location to the first item provider, or after the first UAVpicks up the first payload item from the first item provider.

In some embodiments, the expected demand level for the first type oftransport tasks indicates (i) source locations from which to pick uppayload items of the first payload type and (ii) expected times at whichthe first type of transport tasks are predicted to be requested.

In some embodiments, the expected demand level for the first type oftransport tasks indicates (i) destinations to which to deliver payloaditems of the first payload type and, (ii) expected times at whichdelivery of the payload items of the first payload type is predicted tobe requested. Providing the one or more UAVs to perform the transporttasks may involve dispatching, based on the expected times, the firstnumber of UAVs carrying payload items of the first type to thedestinations.

In some embodiments, each of the first number of UAVs having the firstconfiguration may be configured to transport payload items of the firstpayload type.

In some embodiments, the first number of UAVs may be configured to havethe first configuration by swapping one or more components of the firstnumber of UAVs for components of a first type. The second number of UAVsmay be configured to have the second configuration by swapping one ormore components of the second number of UAVs for components of a secondtype. The one or more UAVs provided to perform the transport tasks mayadditionally include at least the second number of UAVs with the secondconfiguration.

In some embodiments, configuring the first number of UAVs to have thefirst configuration may include configuring the first number of UAVswith a first type of payload container configured to carry payload itemsof the first payload type. Configuring the second number of UAVs to havethe second configuration includes configuring the second number of UAVswith a second type of payload container configured to carry payloaditems of a second payload type of the plurality of payload types. Thesecond payload type may be different from the first payload type.

In some embodiments, payload items of the first payload type may includefood items. The first type of payload container may include an insulatedcavity configured to receive the food items.

In some embodiments, the expected demand level may be a first expecteddemand level. A second expected demand level for second type oftransport tasks of the plurality of types of transport tasks may bedetermined for a geographic area to which the first expected demandlevel corresponds. The second type of transport tasks may be associatedwith a second payload type of the plurality of payload types. The firstnumber of UAVs having the first configuration and the second number ofUAVs having the second configuration may be determined further based onthe second expected demand level for the second type of transport tasks.The one or more UAVs provided to perform the transport tasks mayadditionally include at least the second number of UAVs with the secondconfiguration.

In some embodiments, the first number of UAVs having the firstconfiguration and the second number of UAVs having the secondconfiguration may each include zero or more UAVs.

FIG. 12 illustrates flowchart 1200 of example operations related todispatch of UAVs based on expected demand levels. These operations maybe executed by UAV 200, system 300, ATSP control system 401, or one ormore other computing devices or systems herein discussed.

Block 1202 may involve determining, by a control system and for ageographic area, an expected demand level corresponding to a demand, byitem providers in the geographic area, for transport tasks for unmannedaerial vehicles (UAVs).

Block 1204 may involve determining, by the control system, based on theexpected demand level, one or more pre-staging locations within thegeographic area at which one or more of the UAVs can land prior toinitiating one or more of the transport tasks.

Block 1206 may involve, before a time corresponding to the expecteddemand level, dispatching the one or more of the UAVs to the one or morepre-staging locations.

In some embodiments, an aerial transport service provider (ATSP) mayoperate the UAVs. The ATSP may house the UAVs at a UAV nest locationdifferent from locations of the item providers. Dispatching the one ormore UAVs to the one or more pre-staging locations may involvedispatching the UAVs from the UAV nest location to the one or morepre-staging locations.

In some embodiments, the expected demand level may indicate adistribution of item providers in the geographic area expected torequest the transport tasks. At least one pre-staging location of theone or more pre-staging locations may be within a threshold distance ofat least one of the item providers within the geographic area.

X. CONCLUSION

The present disclosure is not to be limited in terms of the particularembodiments described in this application, which are intended asillustrations of various aspects. Many modifications and variations canbe made without departing from its scope, as will be apparent to thoseskilled in the art. Functionally equivalent methods and apparatuseswithin the scope of the disclosure, in addition to those enumeratedherein, will be apparent to those skilled in the art from the foregoingdescriptions. Such modifications and variations are intended to fallwithin the scope of the appended claims.

The above detailed description describes various features and functionsof the disclosed systems, devices, and methods with reference to theaccompanying figures. The example embodiments described herein and inthe figures are not meant to be limiting. Other embodiments can beutilized, and other changes can be made, without departing from thespirit or scope of the subject matter presented herein. It will bereadily understood that the aspects of the present disclosure, asgenerally described herein, and illustrated in the figures, can bearranged, substituted, combined, separated, and designed in a widevariety of different configurations, all of which are explicitlycontemplated herein.

A block that represents a processing of information may correspond tocircuitry that can be configured to perform the specific logicalfunctions of a herein-described method or technique. Alternatively oradditionally, a block that represents a processing of information maycorrespond to a module, a segment, or a portion of program code(including related data). The program code may include one or moreinstructions executable by a processor for implementing specific logicalfunctions or actions in the method or technique. The program code and/orrelated data may be stored on any type of computer readable medium suchas a storage device including a disk or hard drive or other storagemedium.

The computer readable medium may also include non-transitory computerreadable media such as computer-readable media that stores data forshort periods of time like register memory, processor cache, and randomaccess memory (RAM). The computer readable media may also includenon-transitory computer readable media that stores program code and/ordata for longer periods of time, such as secondary or persistent longterm storage, like read only memory (ROM), optical or magnetic disks,compact-disc read only memory (CD-ROM), for example. The computerreadable media may also be any other volatile or non-volatile storagesystems. A computer readable medium may be considered a computerreadable storage medium, for example, or a tangible storage device.

Moreover, a block that represents one or more information transmissionsmay correspond to information transmissions between software and/orhardware modules in the same physical device. However, other informationtransmissions may be between software modules and/or hardware modules indifferent physical devices.

The particular arrangements shown in the figures should not be viewed aslimiting. It should be understood that other embodiments can includemore or less of each element shown in a given figure. Further, some ofthe illustrated elements can be combined or omitted. Yet further, anexample embodiment can include elements that are not illustrated in thefigures.

Additionally, any enumeration of elements, blocks, or steps in thisspecification or the claims is for purposes of clarity. Thus, suchenumeration should not be interpreted to require or imply that theseelements, blocks, or steps adhere to a particular arrangement or arecarried out in a particular order.

While various aspects and embodiments have been disclosed herein, otheraspects and embodiments will be apparent to those skilled in the art.The various aspects and embodiments disclosed herein are for purposes ofillustration and are not intended to be limiting, with the true scopebeing indicated by the following claims.

What is claimed is:
 1. A non-transitory computer-readable storage medium having stored thereon instructions that, when executed by a computing device, cause the computing device to perform operations comprising: determining, for a geographic area, an expected demand level corresponding to a demand, by item providers in the geographic area, for transport tasks for unmanned aerial vehicles (UAVs), wherein an aerial transport service provider (ATSP) operates the UAVs, and wherein the ATSP houses the UAVs at a particular location different from locations of the item providers; determining, based on the expected demand level, one or more pre-staging locations within the geographic area at which one or more UAVs of the UAVs can land prior to initiating one or more of the transport tasks; and before a time corresponding to the expected demand level, dispatching the one or more UAVs from the particular location to the one or more pre-staging locations.
 2. The non-transitory computer-readable storage medium of claim 1, wherein the expected demand level indicates a distribution of the item providers in the geographic area.
 3. The non-transitory computer-readable storage medium of claim 1, wherein the expected demand level indicates (i) source locations from which the item providers are predicted to request pick up of payload items associated with the transport tasks and (ii) expected times at which the transport tasks are predicted to be requested.
 4. The non-transitory computer-readable storage medium of claim 1, wherein the expected demand level comprises: (i) a first demand level associated with a first subset of a plurality of item recipients expected to request, from a first subset of the item providers, at least a first subset of the transport tasks, and (iii) a second demand level associated with a second subset of the plurality of item recipients expected to request, from the ATSP, at least a second subset of the transport tasks associated with a second subset of the item providers.
 5. The non-transitory computer-readable storage medium of claim 1, wherein the expected demand level indicates expected times at which the transport tasks are predicted to be requested, and wherein the operations further comprise: determining, based on distances between the particular location and the one or more pre-staging locations, transit times between the particular location and the one or more pre-staging locations; and dispatching, based on the transit times, the one or more UAVs from the particular location such that each respective UAV of the one or more UAVs arrives at a corresponding pre-staging location of the pre-staging locations at or before a corresponding expected time of the expected times.
 6. The non-transitory computer-readable storage medium of claim 1, wherein the operations further comprise: receiving a request for a first transport task of the transport tasks, wherein the first transport task is associated with a first item provider of the item providers in the geographic area and a first item recipient in the geographic area; and based on receiving the request for the first transport task, dispatching a first UAV of the one or more UAVs from a corresponding pre-staging location of the one or more pre-staging locations to perform the first transport task.
 7. The non-transitory computer-readable storage medium of claim 6, wherein the request for the first transport task is received from at least one of: (i) the first item provider, or (ii) the first item recipient.
 8. The non-transitory computer-readable storage medium of claim 6, wherein the operations further comprise: receiving, from the first item provider and by the first UAV, a payload item; determining, based on the request for the first transport task, a destination for the payload item; and causing the first UAV to transport the payload item to the destination.
 9. The non-transitory computer-readable storage medium of claim 1, wherein at least one pre-staging location of the one or more pre-staging locations is within a threshold distance of at least one item provider of the item providers.
 10. The non-transitory computer-readable storage medium of claim 1, wherein the one or more pre-staging locations comprise one or more landing structures distributed throughout the geographic area.
 11. The non-transitory computer-readable storage medium of claim 1, wherein the one or more pre-staging locations comprise one or more features of an environment within the geographic area.
 12. The non-transitory computer-readable storage medium of claim 1, wherein the particular location is a UAV nest location.
 13. A system comprising: unmanned aerial vehicles (UAVs) operated by an aerial transport service provider (ATSP); a particular location operated by the ATSP and configured to house the UAVs; a control system comprising a processor and a non-transitory computer-readable storage medium having stored thereon instructions that, when executed by the processor, cause the processor to perform operations comprising: determining, for a geographic area, an expected demand level corresponding to a demand, by item providers in the geographic area, for transport tasks for the UAVs, wherein the particular location is different from locations of the item providers; determining, based on the expected demand level, one or more pre-staging locations within the geographic area at which one or more UAVs of the UAVs can land prior to initiating one or more of the transport tasks; and before a time corresponding to the expected demand level, dispatching the one or more UAVs from the particular location to the one or more pre-staging locations.
 14. The system of claim 13, wherein the expected demand level indicates expected times at which the transport tasks are predicted to be requested, and wherein the operations further comprise: determining, based on distances between the particular location and the one or more pre-staging locations, transit times between the particular location and the one or more pre-staging locations; and dispatching, based on the transit times, the one or more UAVs from the particular location such that each respective UAV of the one or more UAVs arrives at a corresponding pre-staging location of the pre-staging locations at or before a corresponding expected time of the expected times.
 15. The system of claim 13, wherein the operations further comprise: receiving requests for the transport tasks; and based on receiving the requests for the transport tasks, dispatching the one or more UAVs from the one or more pre-staging locations to perform the requested transport tasks.
 16. The system of claim 13, wherein at least one pre-staging location of the one or more pre-staging locations is within a threshold distance of at least one item provider of the item providers.
 17. The system of claim 13, wherein the one or more pre-staging locations comprise one or more landing structures distributed throughout the geographic area.
 18. A system comprising: unmanned aerial vehicles (UAVs), wherein each of the UAVs is physically reconfigurable between at least a first configuration corresponding to a first payload type of a plurality of payload types and a second configuration corresponding to a second payload type of the plurality of payload types; and a control system comprising a processor and a non-transitory computer-readable storage medium having stored thereon instructions that, when executed by the processor, cause the processor to perform operations comprising: determining an expected demand level corresponding to a demand for a first type of transport tasks of a plurality of types of transport tasks for the UAVs, wherein the first type of transport tasks is associated with the first payload type; determining, based on the expected demand level for the first type of transport tasks, (i) a first number of UAVs having the first configuration and (ii) a second number of UAVs having the second configuration; before a time corresponding to the expected demand level, dispatching one or more UAVs to a plurality of pre-staging locations distributed throughout a geographic area to which the expected demand level corresponds, wherein the one or more UAVs include at least the first number of UAVs with the first configuration, and wherein each of the plurality of pre-staging locations accommodates landing of at least one UAV thereon; and in response to receiving requests for the first type of transport tasks, dispatching the UAVs with the first configuration from the plurality of pre-staging locations to perform the requested transport tasks of the first type.
 19. The system of claim 18, wherein payload items of the plurality of payload types are provided by item providers in the geographic area, and wherein the system further comprises: a UAV nest location operated by an aerial transport service provider (ATSP) and configured to house the UAVs, wherein the particular location is different from locations of the item providers.
 20. The system of claim 18, wherein the operations further comprise: causing the first number of UAVs to be modified to have the first configuration by swapping one or more components of the first number of UAVs for components of a first type; and causing the second number of UAVs to be modified to have the second configuration by swapping one or more components of the second number of UAVs for components of a second type, wherein the one or more UAVs dispatched to the plurality of pre-staging locations additionally comprise at least the second number of UAVs with the second configuration. 